L  1  D  K  A  K  I 

OF  THE 

U  N  I  VERS  ITY 
Of  I  LLI  N  O  I  5 


From  the  Library  of 
Prof.  Arthur  Newell  Talbot 
Mun.  and  San.  Engineering 
Theo.  and  App.  Mechanics 
Faculty  1885-1942 
Presented  by  his  Family 

cas.s 


F\Gs 
.2. 


coi 


The  person  charging  this  material  is  re¬ 
sponsible  for  its  return  to  the  library  from 
which  it  was  withdrawn  on  or  before  the 
Latest  Date  stamped  below. 

Theft,  mutilation,  and  underlining  of  books 
are  reasons  for  disciplinary  action  and  may 
result  in  dismissal  from  the  University. 

UNIVERSITY  OF  ILLINOIS  LIBRARY  AT  URBANA-CHAMPAIGN 


V 


L161  — 0-1096 


Street  Railways; 

THEIR 

Construction,  Operation  and  Maintenance. 


(TRHMS) 


A  Practical  Handbook  for  Street  Railway  Men. 


G.  33.  FAIRCHILD, 

Editor  or  the  Street  Railway  Journal. 


NEW  YORK : 

PUBLISHED  BY  THE  STREET  RAILWAY  PUBLISHING  COMPANY, 

WORLD  BUILDING. 


1892. 


Copyright,  1892,  by 

THE  STREET  RAILWAY  PUBLISHING  COMPANY. 


F.EB  3  1943 


1 


0 


85 

z 


PREFACE. 


The  following  pages  represent  an  earnest  effort  to  present  in  convenient  form  many  of  the  facts 
bearing  on  that  wonderful  industry  which  has  for  its  object  the  transportation  of  urban  and  suburban 
dwellers  quickly,  cheaply  and  comfortably  to  and  from  their  homes.  The  work  is  not  based  on  theory, 
but  is  the  outcome  of  actual  practice,  and  is  designed  to  ^e  helpful  to  street  railway  men  and  engineers 
in  every  department,  whether  mechanical  or  financial,  and  also  to  be  of  interest  to  the  student  of 
economic  subjects,  who  may  wish  to  inform  himself  regarding  this  particular  industry,  for  it  is  the  first 
and  only  work  that  covers  the  entire  field.  The  book  is  not  to  be  read  through  and  laid  aside  ;  but  as 
its  name  implies,  it  is  designed  as  a  handbook  for  those  building  or  operating  either  electric,  cable, 
horse  or  elevated  lines,  to  which  reference  can  be  had  as  occasion  demands.  To  all  who  wish  to  study 
electric  traction,  the  first  chapter  presents  the  essential  features  of  the  service,  or  at  least  gives  such  aid 
as  one  needs  to  form  an  acquaintance  with  the  subject,  and  the  subsequent  chapters  will  be  found  rea¬ 
sonably  complete  regarding  the  special  subjects  treated. 

The  writer  has  endeavored  to  treat  each  topic  in  a  simple  manner,  having  in  mind  the  needs  of 
new  men  who  may  engage  in  the  service,  and  who  must  necessarily  learn  the  business  by  first  studying 
the  alphabet  in  about  the  same  manner  as  the  veterans  when  they  learned  the  rudiments  of  the 
business.  For  this  reason,  especially  in  the  first  chapter,  many  old  and  familiar  illustrations  have  been 
employed  ;  but  these,  it  is  hoped,  will  not  give  offense  to  the  veterans  and  provoke  criticism,  but  will 
rather  remind  them  pleasantly  of  the  steps  by  which  they  attained  to  their  present  eminence. 

The  author  has  avoided  affixing  a  positive  endorsement  of  certain  devices  and  methods,  thinking 
it  better  to  furnish  the  inquirer  with  the  means  of  doing  so  for  himself  by  showing  the  origin  of  the 
design,  how  it  is  constructed  and  how  it  has  behaved  in  actual  service.  In  like  manner,  the  different 
chapters  have  not  been  written  with  a  view  of  advocating  any  particular  system  of  traction,  but  rather 
with  a  view  of  leading  to  free  inquiry,  extended  inspection  and  careful  selection  as  to  the  surest  course 
for  determining  the  system  best  suited  to  particular  conditions. 

Besides  being  directly  helpful  to  men  actually  engaged  in  this  business,  it  is  hoped  that  the  work 
will  be  of  service  in  elevating  this  particular  industry,  and  the  men  engaged  in  it,  to  a  higher  rank  in 
public  estimation.  Any  one  who  scans  these  pages  must  be  convinced  that  to  become  a  successful  man¬ 
ager  or  engineer  in  street  railway  affairs  one  must  be  possessed  of  talents  of  no  mean  order,  and  be 
?  thoroughly  informed  on  a  multitude  of  mechanical  details  ranging  from  the  qualities  of  a  horseshoe 
nail  up  to  the  particular  merits  of  Lhe  two  machines  which  represent  the  best  inventive  thought  of  the 
<v  age,  the  steam  engine  and  the  electric  generator.  Not  only  must  he  have  a  wide  range  of  mechanical 
knowledge,  but  he  must  also  be  well  informed  upon  the  scientific,  social,  legal,  financial  and  economic 
^nquestions  of  the  day. 

The  work  makes  little  pretense  to  literary  or  typographical  merit,  and  the  author  is  fully  aware 
that  if  he  could  revise  the  work  it  would  be  greatly  improved.  This  is  not  said,  however,  to  disarm 
criticism,  for  criticism  is  invited,  particularly  as  to  matter,  omissions,  etc.,  for  should  it  be  thought 
desirable  to  issue  a  second  edition  it  could,  doubtless,  be  improved  along  the  lines  suggested  by  helpful 
criticism. 


IV 


PREFACE. 


The  author  takes  this  opportunity  to  express  his  grateful  thanks  to  those  who  have  so  warmly 
interested  themselves  in  the  labors  of  supplying  material  and  correcting  proofs,  and  particularly  to 
those  engineers  and  others  who  have,  unsolicited,  expressed  their  favorable  opinion  of  the  different  chap¬ 
ters  as  they  have  appeared  in  the  columns  of  the  Street  Railway  Journal.  To  them  and  to  all  others 
who  are  conscientiously  engaged  in  developing  this  young  industry,  this  volume  is  respectfully 
dedicated. 

Since  the  business  is  usually  entered  upon  by  those  who,  in  respect  to  maturity  of  years  and  op¬ 
portunity  for  previous  preparation,  differ  widely  from  one  another,  to  some  a  help  like  this  may  not  be 
necessary,  but  to  others,  the  author  and  publishers  have  reason  to  think,  it  may  be  useful.  Indeed,  it 
was  the  expressed  want  for  some  such  help  on  the  part  of  many  engaged  in  this  particular  line  which 
prompted  the  attempt  to  supply  it.  The  labor,  which  was  undertaken  with  many  fears,  has  been  greater 
than  the  result  can  indicate  or  measure.  But  should  the  work  prove  of  value  to  the  different  classes  of 
street  railway  men  and  others  as  outlined,  and  prompt  them  to  higher  attainments  in  the  business,  the 
laborer  will  have  received  the  hire  for  which  he  wrought. 


CONTENTS. 


CHAPTER  I.  CHAPTER  IV. 


ELECTRIC  TRACTION. 


PAGE. 

Development  of  the  Dynamo .  i 

The  Electric  Motor . 8 

Self  Contained  Motor  Trucks .  io 

Conducting  Current  to  Car .  II 

Poles .  13 

Feed  Wires . ;  23 

Storage  Batteries .  41 

Electric  Lighting .  51 

Electric  Terms  and  Units .  55 

The  Power  Station .  59 

Lightning  Arrester .  63 

The  Car  Barn .  64 

Machine  Shop . 65 

Road  Bed  and  Track.  . .  66 

Operation  and  Maintenance .  66 


CHAPTER  II. 

CABLE  TRACTION. 


The  Street  Construction .  69 

The  Grip .  96 

The  Cable .  100 

The  Driving  Machinery .  109 

Auxiliary  Drive . 118 

Selection  of  Drive .  ng 

Hauling  Power .  120 

Cotton  Rope  or  Belt  Drive .  125 

Pit  Pulleys .  127 

Signals .  128 

The  Power  House .  129 

The  Engines  and  Boilers .  130 

Modified  Cable  Systems .  130 

Cost  of  Cable  Road  Construction .  132 


CHAPTER  III. 

HORSE  TRACTION. 


Selection .  135 

Feed .  136 

Mileage .  141 

Bedding . . .  141 

Shoeing .  142 

Stable .  144 

Car  House .  155 

Repair  Shop . 156 

Management .  159 

Report  Forms  of  Foreman  and  Superintendent .  161 

Diseases  and  Treatment .  162 


STEAM,  AIR  AND  GAS  MOTORS. 

PAGE. 


Stored  Steam .  172 

Compressed  Air  Motors .  174 

Gas  Motors .  177 

CHAPTER  V. 

Inclined  Planes .  179 

CHAPTER  VI. 

Rack  Rail  Inclines .  187 


CHAPTER  VII. 
ELEVATED  ROADS. 


Details  of  Construction .  192 

Tracks.  . .  207 

Engines . 209 

Cars . 210 

Cost . 211 


CHAPTER  VIII. 

CAR  BUILDING. 


Inception .  218 

Materials .  221 

List  of  Car  Parts .  222 

Lumber .  223 

Painting.  . .  . .  242 

Car  Trucks .  247 

Wheels . 255 

Axles.  . .  263 

Springs .  265 

Glass  and  its  Preparation .  267 

Metallic  Trimmings . 268 

Three  Ply  Veneer .  269 

Car  Shops .  269 

The  General  Office .  271 

The  Draughting  Department .  271 

The  Store  Rooms .  272 

The  Lumber  Yard .  272 

A  Drying  Kiln .  273 

The  Power .  273 

The  Heating  and  Lighting .  277 

The  Wood  Working  Department .  277 

Partial  List  of  Wood  Working  Tools .  278 

Erecting  Shop . 278 

Cabinet  Shop .  279 

Paint  Shop .  279 

Iron  Shops .  279 

Shipping .  283 


VI 


CONTENTS. 


CHAPTER  IX. 

TRACK  CONSTRUCTION. 

Survey . 

Foundation . ; . 

Ties . 

Rail  Fastenings . 

The  Rail . 

The  Rail  Joint . . 

Tie  Rods . 

Special  Construction . 

Gauge . 

Paving . . . 

Cobble  Stones . . 

Stone  Blocks . 

Asphalt . 

Wood  Blocks . . 

Vitrified  Brick . 

Broken  Stone . 

Cost  of  Constructing  Pavements . 

Other  Methods . 

Cement . 

Cost  of  Track . . . 


CHAPTER  X. 

DISCIPLINE  AND  RULES. 

Instructions  to  Conductors . 

Rules  for  Conductors . 

Reporting  for  Duty . 

Badge  and  Uniform . 

Deportment . 

Personal  Habits . 

Responsibility . 

Duties  and  Position . 

Special  for  Electric  Lines . 

Collection  of  Fares  and  Change . 

Who  Ride  Free . 

Parcels  and  Freight . 

Transfers . 

Treatment  of  Passengers . 

Care  of  Car  and  Furniture . 

Advertisements . 

Signals . 

Speed  and  Headway . 

Stopping . 

Crossings  and  Switches . 

Accidents . 

Blockade . 

Police  Assistance . 

Fire  Department . 

Lost  Articles . 

Damages . 

Disabled  Car . 

Stops . 

Tracks . 

Trip  Reports . 

Resignation . 

Penalties . 

Bonds . 

Discretion . 


PAGE. 


Rules  for  Drivers .  334 

Appointment .  334 

Reporting  for  Duty . • .  334 

Badge  and  Uniform .  334 

Signals .  334 

Deportment . 334 

Personal  Habits .  334 

Duties  and  Position .  334 

Special  for  Grip  Drivers .  336 

Special  for  Motor  Drivers .  337 

Speed  and  Headway .  339 

Special  for  Grip  Drivers .  339 

Treatment  of  Passengers .  339 

Care  of  Car  and  Furniture .  340 

Special  for  Grip  Drivers .  340 

Collection  of  Fare  and  Change .  340 

Special  for  Conductorless  Cars .  340 

Parcels  and  Freight .  340 

Lost  Articles .  340 

Transfers .  340 

Stopping .  340 

Crossings  and  Switches . 321 

Right  of  Way .  341 

Fire  Department . 341 

Accidents .  841 

Police  Assistance .  341 

Blockade .  341 

Time . 342 

Tracks .  341 

Special  for  Grip  Drivers .  342 

Trip  Reports .  342 

Penalties .  342 

Responsibility .  342 

Resignation .  342 

Discretion .  342 

Rules  for  Hillmen  and  Tow  Boys .  342 

Special  for  Storage  Battery  Cars .  343 

On  The  Road .  343 

Trouble .  343 

Warnings  and  Notices  to  Passengers .  344 


CHAPTER  XI. 

CHARTER — FRANCHISES — STOCKS  AND  BONDS. 

Form  of  Certificate  of  Incorporation  of  a  Railroad  Compa- 


pany  Under  a  Railroad  Law .  349 

Form  of  Ordinance .  353 

Form  of  Stock  Certificate .  357 

Copy  of  Bond .  358 


CHAPTER  XII. 

BOOKKEEPING  AND  THE  CLASSIFICATION  OF  STREET  RAILWAY 

ACCOUNTS. 


Cost  of  Road  and  Equipment .  359 

Income .  361 

Operating  Expenses .  361 

Fixed  Charges .  363 

Books .  363 

Statistics. .  . .  368 

Record  Blanks . . .  368 

Record  of  Employes .  368,  369 


PAGE. 

.  284 

.  285 

.  286 

.  288 

.  289 

.  296 

.  300 

.  30° 

•  305 

.  306 

■  306 

•  306 

•  309 

.  312 

•  3i3 

•  313 

•  314 

■  315 

•  315 

•  317 

322 

■  323 

■  323 

324 

■  324 

•  324 

324 

•  325 

■  326 

.  326 

•  327 

•  327 

•  327 

.  328 

•  329 

•  329 

•  329 

•  330 

•  330 

•  330 

•  331 

•  331 

•  332 

•  332 

•  332 

•  332 

•  332 

•  333 

•  333 

•  333 

•  333 

•  333 

■  333 

■  333 


CONTENTS. 


VII 


PAGE. 

Accident  and  Damage  Blanks .  369,  370 

Daily  Power  House  Report  or  Log  Book .  369,  370 

Glass  Renewal  Slip .  369,  371 

Armature  Tag.  .  371 

Mileage  Sheet .  371 

CHAPTER  XIII. 

Leading  Types  of  Cars  Illustrated .  373~39° 

CHAPTER  XIV. 

Auxiliary  Appliances,  Illustrated .  391-41 1 


APPENDIX  TO  FIRST  CHAPTER. 

rAGB. 


Motors . , .  412 

Generators .  421 

Electric  Crossing  Signals .  422 

Lightning  Arrester .  422 

Automatic  Track  Switch .  423 

Cost  of  Electric  Railway  Construction .  424 

Index .  431 

List  of  Illustrations . 437 

Index  to  Advertisers .  427 


I 


\ 


■ 


•  • 


STREET  RAILWAYS: 

THEIR 

CONSTRUCTION,  OPERATION  AND  MAINTENANCE. 

CHAPTER  I. 

ELECTRIC  traction. 


Any  person  of  ordinary  intelligence  who  has  a 
desire  to  become  familiar  with  the  application  of 
electricity  as  a  means  of  transmitting  power  for 
propelling  street  cars,  can  gain  a  very  good  knowl¬ 
edge  of  the  machine  and  appliances  by  means  of 


Fig.  x. — Bar  Magnet. 

which  electricity,  or  rather  electro-magnetism,  is 
made  to  propel  a  car,  without  knowing  very  much 
about  the  laws  and  principles  underlying  the  great 
modern  inventions  in  electricity.  Leaving  these  to 
the  schools  and  experts,  this  article  starts  out,  in  an 
easily  understood  manner,  from  the  fundamental 
principles  of  electricity,  to  enable  those  who  so 
desire,  to  learn  the  essential  points  relating  to  elec¬ 
tric  traction 

DEVELOPMENT  OF  THE  DYNAMO. 

Magnetism :  It  has  been  known  for  centuries 
that  pieces  of  a  certain  kind  of  iron  ore  which  we 
now  call  “  lodestone,”  have  the  property  of  attract¬ 
ing  iron.  It  was  also  early  noticed  that  this  pecu¬ 
liar  attracting  power  could  be,  to  some  extent,  com¬ 
municated  to  pieces  of  steel  by  rubbing  them  with 
lodestones.  This  attraction  was  called  “  magnet¬ 
ism”  from  Magnesia,  in  Asia  Minor,  where  lode- 
stones  were  first  found.  The  term  “  magnet”  is 
used  by  scientists  to  designate  a  bar  of  iron  or  steel 
possessing  the  peculiar  properties  of  magnetism, 
there  being  but  few  other  materials  (such  as  nickel 

t 


and  cobalt)  which  are  found  susceptible  of  exhib¬ 
iting  these  properties,  and  even  in  the  case  of  these 
to  a  very  limited  degree  only. 

It  has  since  been  found  that  magnetism  can  be 
induced  or  created  without  the  help  of  a  lodestone. 
A  coil  of  wire  carrying  an  electrical  current  has 
magnetic  properties  similar  to  those  of  a  lodestone 
and  can  similarly  magnetize  pieces  of  iron  or  steel 
placed  near  or  within  the  coil,  Fig.  14.  The  mag¬ 
netism  of  such  a  coil  is  called  electro-magnetism. 
In  the  case  of  iron,  particularly  when  soft,  there  is 
no  retentive  power  for  the  magnetism  which  only 
persists  while  the  current  in  the  “  magnetizing 
coil”  is  maintained,  and  disappears  instantly  on 
the  cessation  of  the  current. 

Steel,  on  the  contrary,  has  a 
certain  retentive  power,  and 
continues  to  exhibit  attrac¬ 
tive  force  when  the  current 
is  discontinued.  Hence, 
magnets  made  of  steel  are 
usually  called  “  permanent” 
magnets.  These  are  of  two 
forms,  viz.,  the  bar  magnet, 

Fig.  1,  and  the  “horse-shoe” 
magnet,  which  is  merely  a 
bar  magnet  bent  around.  FlG>  2'T^netE  Sh°E 
(Fig.  2). 

Polarity:  The  mariner’s  compass  was  founded 
precisely  on  the  discovery  that  a  piece  of  lodestone 
or  of  magnetized  steel,  when  freely  suspended, 
assumed  a  definite  position.  It  is  now  understood 


2 


STREET  RAILWAYS. 


that  the  earth  itself  is  a  „iarge  magnet  and  induces 
this  definite  position  by  attracting  the  free  extremi¬ 
ties  or  “  poles”  of  the  “  magnetic  needle”  in  the 
mariner’s  compass.  All  magnetized  substances, 
whether  permanently  or  temporarily  magnetized, 
have  what  is  called  polarity.  The  pole  which  tends 
to  point  northward,  when  free  to  move,  is  called  the 
north  pole.  The  other  is  the  south  pole.  Elec- 


Fig.  3. — Lines  of  Force  of  Bar  Magnet  Marked  by  Iron  Filings. 

tricians'irtdicate  the  polarity  by  the  letters  N  and 
S.  When  two  magnets  are  placed  near  to  each 
other  the  N  pole  of  one  is  found  to  repel  the  N  pole 
and  to  attract  the  S  pole  of  the  other;  and  recip¬ 
rocally.  It  is  precisely  by  this  attraction  and  re¬ 
pulsion  that  motive  power  is  produced  by  the 
agency  of  electricity. 

It  is  now  understood  that  the  phenomena  of  mag¬ 
netism  are  due  to  an  atmosphere  of  magnetic  influ¬ 
ence  which  surrounds  the  poles,  and  to  a  lesser 
extent,  the  whole  of  the  magnet.  This  atmosphere 
is  termed  the  “  magnetic  field.”  If  a  piece  of  thin 
paper  is  placed  over  a  bar  magnet  and  fine  iron 
filings  are  sprinkled  over  it  the  particles  of  iron 
will  arrange  themselves  in  regular  curves  between 
the  poles  and  so  map  out,  or  define,  lines  in  the 
magnetic  field  which  scientists  call  “  lines  of  force.” 

See  Fig.  3.  Fig.  4  exhibits  the  manner  in  which 
the  filings  arrange  themselves  about  the  poles  of  a 
horse-shoe  magnet.  The  forms  of  the  curves  show 
not  only  the  direction  of  the  magnetic  force  but 
they  also  help  us  to  draw  conclusions  as  to  its 
intensity.  When  the  force  is  great  the  curved  lines 
are  thick  and  sharply  defined,  and  when  it  is  weak 
the  lines  are  thin  and  less  plain. 


The  lines  of  force  ’are  also  to  be  found  in  the 
neighborhood  of  wires  through  which  electric  cur¬ 
rents  are  passing.  They  are  the  outward  effect 
produced  by  the  passage  of  an  electric  current,  but 
the  most  singular  fact  is  that  they  can  also  be  the 
cause  of  an  electric  current.  When  a  loop  of  wire 
is  moved  in  the  magnetic  field,  crossing  the  lines  of 
force,  a  current  of  electricity  is  generated  in  the 
wire  composing  the  loop.  The  elec¬ 
tricity  thus  generated  in  the  wire  is 
called  an  induced  current  and  con 
tinues  as  long  as  the  motion  lasts, 
the  direction,  however,  of  the  current 
generated  in  the  wire  while  it  is  en¬ 
tering  the  field  is  opposite  to  that  of 
the  current  which  is  generated  when 
it  is  leaving  the  field,  or  is  reversed 
when  the  motion  is  reversed.  The 
current  ceases  when  the  wire  is  at 
rest. 


Just  here  we  learn  that  motion  or  power  will 
produce  electricity,  and  it  will  not  be  difficult  to 
mount  our  wire  loop  on  a  shaft,  and,  by  means  of  a 
crank,  cause  it  to  pass  in  both  directions  through 
a  magnetic  field.  Every  time  the  loop  crosses  the 
lines  of  force  in  cither  direction  there  will  be  a  cur¬ 
rent  induced  in  the  wire,  and  if  the  shaft  be  turned 


Fig.  4.— Lines  of  Force  of  Horse  Shoe  Magnet  Marked 
by  Iron  Filings. 


very  fast  these  currents  or  beats  of  electricity  will 
follow  each  other  quickly  in  a  stream;  then,  by 
means  of  springs  or  brushes  resting  on  the  ends  of 
the  revolving  wire,  we  can  conduct  the  currents 
through  a  wire  circuit  from  one  brush  back  to  the 


ELECTRIC  TRACTION. 


I 


3 


other.  Such  a  machine,  Fig.  5,  is  the  simplest  form 
of  a  dynamo-electric  machine  or  “dynamo,”  and  it 
consists  of  a  single  loop  of  wire  having  its  ends 
connected  with  the  two  parts  of  a  split  metallic 
tube,  shown  In  Fig.  6,  and  so  mounted  that  the  two 
parts  of  the  ring  embrace  the  shaft  which  must  be 

of  hard  wood  or 
other  insulating 
material,  and  by 
means  of  which  it 
is  made  to  rotate 
between  the  poles 
of  a  large  magnet, 
the  poles  of  which 
have  concave  faces 
in  order  that  the 
wire  may  revolve 
as  closely  as  pos¬ 
sible  to  them. 
Referring  t  o 

Fig.  5,  if  the  loop 
Fig.  5.— Simple  Form  of  Dynamo.  or  wire  (to  which 

the  name  of  “  armature  ”  has  been  given  by  the 
French)  has  its  ends  connected  to  the  parts  of  the 
split  tube  (called  a  commutator)  and  be  rotated 
in  the  magnetic  field  between  the  poles  N  and  S, 
in  the  direction  of  the  large  arrow,  currents  will 
be  generated  which  are  said  to  flow  from  back 
to  front  (in  the  direction  indicated  by  the  small 


Fig.  6. — Simple  Loop 
Armature. 


Fig.  7.— Commutator  and 
Brushes. 


arrows)  during  its  motion  past  the  north  pole  from 
the  top  to  the  bottom,  but  in  the  opposite  direction 
(from  front  to  back)  during  its  motion  past  the 
south  pole,  or  from  the  bottom  to  the  top.  In  reality 
no  one  knows  in  which  direction,  if  any,  electric 
currents  flow  in  a  circuit;  the  expression  “direc¬ 
tion”  is  a  conventional  one,  as  are  also  the  terms 


“positive  ”  and  “negative,”  but  they  are  convenient 
expressions  and  are  universally  used. 

In  Fig.  7  the  letters  B  and  B'  show  the  metallic 
springs  or  brushes  on  the  two  halves  of  the  com¬ 
mutator,  which  are  so  arranged  that  one  part  of  the 
split  tube  slides  out  of  contact  with  a  brush  and 
the  other  part  slides  into  contact  the  moment  when 
the  loop  passes  through  the  vertical  positions 
where  the  current  reverses  itself.  By  this  arrange- 


Fig.  8.— Simple  Rectangular 
Coil. 


Fig.  9. — Loop  Arma 
ture  of  Two  Turns. 


ment  the  alternating  currents  or  beats  induced  in 
the  loop  are  “commuted”  and  caused  to  flow  in 
one  and  the  same  direction  through  the  circuit 
That  is,  the  brush  B  will  receive  all  the  currents 
flowing  from  back  to  front,  or,  as  we  will  now  call 
them,  the  “  positive  ”  currents  and  B'  will  receive 
all  that  flow  from  front  to  back  or  the  “  negative-” 
currents,  so  that  by  completing  the  circuit  the  cur¬ 
rent  will  seem  to  go  out  through  B  and  return 
through  B'. 

It  w'll  be  noticed  in  Fig.  7  and  some  of  the  sub¬ 
sequent  figures  that  the  point 
where  the  brushes  rest  does 
not  exactly  coincide  with  that 
of  the  gap  between  the  poles, 
but  that  it  is  slightly  displaced 
in  the  direction  of  rotation 
or  in  the  line  D  D.  This  dis¬ 
placement  of  the  brushes  is 
called  the  “  lead  ”  and  is  neces¬ 
sitated,  in  some  classes  of  dynamos,  for  reasons 
that  will  appear  later  on. 

In  place  of  the  single  loop  a  coil  consisting  of 
many  turns  of  wire  may  be  substituted,  Fig.  8,  in 
each  of  which  an  inductive  action  will  be  simul¬ 
taneously  going  on,  making  what  may  be  termed 
the  total  induced  electro-motive  force  proportion- 


Fig.  10. — Four-Part 
Ring  Armature. 


4 


STREET  RAILWAYS. 


ately  greater,  because  the  electro-motive  force 
depends  on  the  number  of  turns  of  wire  in  the  coil, 
and  the  speed  at  which  it  is  driven.  This  form, 

with  the  addition 


of 


an  iron  core, 


Fig.  ii.— Drum  Armature  and 
Brushes. 


was  given  to  the 
magneto-electric 
machines  of  the 
old  pattern,  and  is 
still  used  in  tele¬ 
phone  call  ma¬ 
chines. 

The  same  split 
tube  or  two  -  part 
commutator  will 
answer  if  a  loop  of  two  or  more  turns  be  substi¬ 
tuted,  as  shown  in  Fig.  9.  In  this  case  the  coils  of 
wire  must  be  separated  from  each  other  by  being 
covered  with  fibres  of  cotton,  silk  or  some  other 
insulating  or  non-conducting  material,  so  that  the 
current  will  not  jump  across, 
but  will  follow  the  entire 
length  of  the  wire.  We  may 
also  substitute  for  the  loop 
one  small  coil  consisting  of 
several  turns  wound  upon  an 
iron  ring,  but  there  must  be 
another  coil  placed  at  the 
opposite  side  of  the  ring  and 
connected  to  the  same  com¬ 
mutator. 


Fig.  13. — Permanent 
Magnet  Dynamo. 


It  will  be  noted  in  Figs.  10  and  11,  that  each 
section  of  the  coil  is  connected  to  the  next,  as  well 
as  to  the  commutator,  so  that  the  whole  constitutes 
one  single  closed  coil.  The  col¬ 
lector,  or  commutator,  seg¬ 
ments  are  not  always  slices  of 
metal  tubing,  but  are  made  up 
of  a  number  of  parallel  bars  of 
copper,  gun  metal,  or  phosphor 
bronze,  insulated  from  each  H 
other  and  arranged  around  a 
shaft  from  which  they  are  sepa¬ 
rated  by  some  insulating  sub¬ 
stance.  (Fig.  12.) 

In  order  to  produce  a  con¬ 
tinuous  current,  the  coils  on  the  armature  are 
divided  into  a  very  large  number  of  sections,  so 
that  they  will  come  in  regular  succession  into  the 
position  of  maximum  induction. 

The  above  figures  are  types  of  closed-coil  arma¬ 
tures,  the  coils  being  connect¬ 
ed  in  series,  and  there  must 
be  as  many  segments  to  the 
collector  as  there  are  sections 
in  the  coils  of  the  armature. 

So  far  we  have  described 
a  dynamo  machine  having 
very  simple  parts  and  one  em¬ 
ploying  a  permanent  magnet 
to  excite  the  induced  cur- 
This  is  an  old  type  of 


Fig.  12. — Commutator. 

There  may  be  placed  in  the  same  ring  rents,  as  shown  in  Fig.  13 
two  or  more  sets  of  coils  at  right  angles  to  each 
other,  and,  in  order  to  give  continuity  to  the  cur¬ 
rents,  the  commutator  must  have  a  larger  number 
of  parts.  (Fig.  10.)  Fig.  11  is  a  sketch  of  a  drum 


armature  with  two  pairs  of  coils  at  right  angles  to 
each  other  and  connected  to  a  four-part  commu¬ 
tator. 


machine  and  is  not  generally  employed. 

In  order  to  understand  the  construction  of  the 
modern  machines  we  must 
retrace  our  steps.  We 
have  seen  how  magnetism 
will  produce  a  current  of 
electricity  and  have  stated 
that  electricity  will  pro¬ 
duce  magnetism. 

If  a  current  of  electricity, 
generated  by  a  chemical 
battery  or  any  other  means, 
be  sent  through  a  coil  of  insulated  wire  surround¬ 
ing  a  bar  of  soft  iron,  the  bar  for  the  time  being 


Fig.  15. — An  Electro- 
Magnet  with  Arma¬ 
ture  or  Keeper. 


ELECTRIC  TRACTION. 


5 


becomes  a  magnet  with  a  north  and  a  south  pole 
according  to  the  direction  of  the  current,  but,  un¬ 
like  the  steel  bar,  it  instantly  loses  its  magnetism 


Fig.  16. — Electro-Magnf.t  Dynamo. 


dependent  source,  either  a  battery  or  another  dy¬ 
namo,  as  showrn  in  Fig.  16.  The  arrows  indicate 
the  course  of  the  current  through  the  wires  of 
the  field  magnet  and  also  the  current  gener- 
erated  in  the  armature  as  it  completes  the  cir¬ 
cuit.  Dynamos  were,  in  fact,  made  this  way  for 


Fig.  19. — Complete  Armature. 

many  years,  until  the  astonishing  fact  was  dis¬ 
covered  that  the  current  from  the  armature  could 
be  led  around  the  arms  of  the  field  magnet,  and 


on  the  cessation  of  the  current  (Fig.  14).  The 
coils  of  wire  may  be  wound  about  each  pole,  or  on 
spools  and  then  placed  over  the  poles  (Fig.  15), 


Fig.  17. — Series  Wound  Fig.  18. — Shunt  Wound 
Dynamo.  Dynamo. 


This  is  called  an  electro-magnet,  and  is  employed 
in  electrical  machines,  such  as  telegraph  instru¬ 
ments,  electric  bells  and  signals,  as  well  as  in  the 
construction  of  dynamos.  In  dynamos  this  mag 
net,  from  the  fact  that  it  supplies  the  magnetic 
field  in  which  the  armature  revolves,  is  called  the 
field  magnet,  and  in  practice  it  is  made  in  a  great 
variety  of  forms. 

A  little  thought  will  show  that  in  place  of  the 
permanent  steel  magnet  in  Fig.  13  there  may  be 
substituted  an  electro-magnet  excited  from  an  in¬ 


Fig.  20. — Edison  Dynamo  or  Generator. 

thus  the  machine  be  made  to  excite  its  own  field 
magnetism.  Such  a  machine  is  called  a  “  series,” 
wound  dynamo  (Fig.  17).  Instead,  however,  tak¬ 
ing  the  entire  current  around  the  field  magnet,  its 


6 


STREET  RAILWAYS 


arms  may  be  wound  with  many  turns  of  fine  wire 
which  will  convey  only  a  small  portion  of  the  whole 
current  generated  in  the  armature.  These  coils  being 
connected  to  the  brushes  of  the  machine  constitute 
a  by-pass  circuit  and  is  called  a  “  shunt  ”  wound 
dynamo.  (Fig.  18.)  The  two  methods  of  winding 
may  be  combined  and  the  machine  is  then  termed 


types,  depending  upon  the  shape  of  the  core  and 
method  of  winding  as  already  shown  in  Figs  io 
and  ii  The  first  is  termed  ring  armature  and  the 
other  drum  armature  The  core  of  the  latter  con¬ 
sists  of  a  cylinder  of  iron,  either  plain  or  having 
lengthwise  grooves  in  which  the  wires  are  wound, 
and  the  other  of  an  iron  ring  usually  with  notches 


Fig.  21. — Thomson-Houston  Generator. 


“  compound  ”  wound.  Other  methods  of  governing 
the  current  are  also  introduced  in  some  machines 
and  will  be  readily  understood  when  we  study  the 
practical  workings  of  a  dynamo. 

Before  making  a  practical  machine  it  will  be 
necessary  to  study  a  little  more  closely  the  organs 
of  the  armature,  of  which  there  are  a  number  of 


cut  in  the  edges  to  receive  the  winding.  These 
armature  cores  are  not  usually  made  of  solid  iron, 
but  of  slit  or  laminated  pieces,  in  order  to  prevent 
the  generation  of  eddy  or  parasite  currents  which 
would  cause  them  to  heat. 

The  drum  armature  cores  are  usually  built  of  thin 
plates  of  sheet  iron, -insulated  from  the  shaft  and 


ELECTRIC  TRACTION. 


1 


separated  from  one  another  by  paper  or  mica. 
They  are  held  together  by  two  end  plates  screwed 
to  the  shaft.  The  cores  of  the  flat  ring  type  are 


Figs,  i  g  and  20  illustrate  the  armature  and  com¬ 
pleted  dynamo  of  the  Edison  type,  and  Fig.  21 
illustrates  a  dynamo  or  generator  of  the  Thomson- 


Fig.  22. — Thomson-Houston  Four  Pole  Generator. 


built  up  of  consecutive  hoops  of  sheet  iron,  sepa¬ 
rated  from  each  other  by  paper,  mica  or  some  other 
insulating  material. 

Instead,  however,  of  winding  the  drum  armature 
with  wire,  metal  rods  are  sometimes  substituted, 
but  arc  suitable  for  electric  light  work  only. 


Houston  type;  while  Fig.  22  shows  a  multipolar 
machine  manufactured  by  the  same  company. 

An  armature  core  of  the  ring  pattern  is  shown 
in  Fig.  23.  The  ring  is  usually  made,  as  before 
stated,  of  thin  plates  wound  concentric,  like  a  roll 
of  ribbon,  but  has  spaces  or  grooves  planed  or 


8 


STREET  RAILWAYS 


milled  out  of  the  edges  in  which  the  wires  are 
wound  Some  makers,  however,  build  up  the  ring 
with  sections  of  sheet  iron  previously  stamped  out 
with  a  die,  in  each  of  which  the  groove  is  cut,  and 
when  laid  up  in  regular  order  the  completed  ring 
has  a  groove  across  the  entire  face.  All  the  iron 
parts  which  adjoin  the  wire  of  the  “  bobbins,"  as  the 
coils  of  wire  are  now  called,  are  covered  with  an 
insulating  material  consisting  of  a  layer  of  strong, 
heavy  canvas  saturated  with  shellac  varnish.  A 
sheet  of  strong  cloth  inserted,  occasionally,  separ¬ 
ates  the  layers  of  wire  from  each  other  in  the  bob¬ 
bins.  All  the  bobbins  are  wound  in  the  same  direc¬ 
tion  artd  the  inner  ends 
of  opposite  bobbins  are 
soldered  together.  Fig. 

24  illustrates  a  dynamo 
or  generator  manufac¬ 
tured  by  the  Short 
Electric  Railway  Co.  in 
which  the  ring  type  of 
armature  is  employed 

Other  forms  of  core, 
armature  and  dynamo 
are  shown  in  Figs.  25, 

26  27  and  27A. 

The  question  may 
arise,  where  does  the 
electricity  come  from  ? 

No  one  knows.  We  do 
know,  however,  that 
pieces  of  iron  and  copper  wire  placed  in  certain  re¬ 
lations  to  each  other,  some  fixed  others  moving, 
produce  an  inexhaustible  supply  of  electricity, 
although  the  parts  are  insulated  from  the  earth  and 
all  surrounding  objects;  and  we  know  that  this  elec¬ 
tricity  may  be  changed  into  power,  heat  and  light. 

Having  learned  how  electricity  may  be  produced 
by  the  application  of  steam  or  other  power  to  the 
shaft  of  a  dynamo,  we  have  next  to  learn  how  it  is 
made  to  do  effective  work  by  being  conducted 
through  a  motor. 

THE  ELECTRIC  MOTOR. 

This  is  a  device  for  transforming  electrical  power 
into  mechanical  power ;  and,  strange  as  it  may 


seem,  this  machine  is  nearly  like  a  dynamo  in  all 
its  parts  ;  in  fact  a  good  dynamo  is  usually  a  good 
motor  and  will  act  as  a  motor  when  a  current  of 
electricity  is  sent  through  its  armature.  The 
practical  motor,  however,  depends  for  its  operation 
more  upon  magnetic  attraction  and  repulsion  than 
does  the  dynamo,  and  the  shape  and  weight  of  its 
parts  are  modified  to  suit  the  class  of  work  it  is 
required  to  perform.  A  motor  will  convert  into 
useful  work  a  large  percentage  of  electricity,  under 
conditions  depending  somewhat  on  the  kind  of 
work  it  is  required  to  do,  but  no  motor  succeeds  in 
turning  into  work  all  the  electricity  conducted  to  it. 

We  have  learned  that 
a  magnet  will  attract 
the  opposite  pole  of 
another  magnet  and 
will  pull  it  around.  It 
is  also  true  that  a  coil 
of  wire,  carrying  a  cur¬ 
rent,  is  acted  upon 
when  placed  in  a  mag¬ 
netic  field,  and  is  pulled 
around  as  a  magnet  is. 
For  these  reasons  the 
dynamo  may  be  chang¬ 
ed  into  a  motor  by 
directing  a  part  of  the 
current  through  the 
coils  of  the  field  mag¬ 
net  to  produce  the 
poles  of  the  magnetic  field  and  another  portion  of 
the  current  into  the  separate  coils  of  the  armature 
through  the  brushes  and  commutator.  The  effect 
of  this  current  is  to  produce  magnetic  poles  on 
each  side  of  the  armature  core  directly  under  the 
coil  through  which  the  current  is  passing,  and  also 
poles  in  the  coil  itself.  Now,  if  the  brushes  are  so 
arranged  on  the  commutator  that  these  poles, 
formed  in  the  armature,  are  at  right  angles  to 
the  poles  of  the  field  magnets,  each  pole  of  the 
latter  will  attract  the  unlike  and  repel  the  like 
poles  of  the  armature,  so  that  the  latter  is  pulled 
and  pushed  around.  As  the  armature  revolves, 
however,  the  brushes  transfer  the  current  to  the 


Fig  24.— Short  Electric  Railway  Company s  Generator 


IO 


STREET  RAILWAYS. 


next  coil  ;  new  poles  are  formed  at  the  same  point, 
which  in  turn  try  to  climb  up  to  the  unlike  poles  of 
the  field  magnets,  but  never  reach  them,  for,  by  the 
rotation  of  the  commutator,  the  armature  poles  are 


set  back  and  remain  stationary  relatively  to  a  fixed 
point,  while  at  the  same  time  they  traverse  the 
entire  circumference  of  the  armature. 

When  the  dynamo  is  run  as  a  generator  poles 
are  formed  in  the  armature  in  the  same  way,  but, 
in  such  a  position  that  the  field  magnets  are  all  the 
time  pulling  back  ;  hence  it  is  that  the  faster  the 
armature  of  the  generator  is  revolved  the 
more  power  it  requires  to  keep  it  in  motion. 

We  have  learned  that  the  shape  and 
weight  of  the  parts  of  the  motor  are 
modified  to  suit  the  class  of  work  it  is  re¬ 
quired  to  perform  ;  hence  it  is  that,  for 
street  car  work,  where  the  motor  is  to  be 
placed  on  the  truck  under  the  car  body,  it 
is  usually  constructed  in  a  very  compact 
form,  as  will  be  seen  from  the  accompany¬ 
ing  illustration,  Fig.  28,  which  is  known  as 
the  Thomson- Houston  type  of  motor  and 
is  in  use  on  many  electric  railways.  Fig.  29 
shows  a  dissected  motor  of  the  same  type, 
and  on  the  left  of  the  same  figure  is 
shown  a  current  controlling  device  or  rheostat. 

Flaving  described  in  a  general  way  the  operation 
of  a  motor,  we  have  now  to  see  how  it  is  utilized 
for  the  propulsion  of  street  cars. 


The  mechanical  methods  of  connecting  the  motor 
to  the  wheels  of  the  car  are  among  the  important 
points  first  to  be  considered. 

In  the  early  experiments  of  electric  traction,  the 
motor  was  mounted  on  the  front  plat¬ 
form  or  on  some  portion  of  the  car  body, 
and  the  power  produced  by  the  rotation 
of  the  armature  was  transmitted  to  the 
car  axles  by  means  of  belts,  sprocket 
chains,  or  rope  gearing. 

These  methods  having  developed  some 
difficulties  in  operation,  direct  gearing 
was  substituted  and  has  met  with  quite 
general  approval.  Still  other  methods, 
such  as  friction,  worm  and  differential 
gear  are  employed.  Some  motors  are 
gearless,  the  armature  being  mounted  on 
the  car  axle,  and  will  receive  attention 
farther  on. 

SELF  CONTAINED  MOTOR  TRUCKS. 

These  consist  of  a  rigid  framework  resting  upon 
the  journal  boxes  and  carrying  a  portion  of  the 
weight  of  the  motor,  the  other  portion  being  borne 
by  the  axles. 

The  car  body  rests  upon  the  frame  and  is  so 
connected  that  it  may  be  readily  attached  or 


removed.  The  important  features  to  be  noted  in 
this  arrangement  are  :  To  provide  for  an  elastic 
gear  connection,  to  always  maintain  the  journals 
parallel  with  each  other,  and  a  proper  proportion- 


Fig.  27. — The  Weston  Generator. 


ELECTRIC  TRACTION. 


1 1 


ing  of  the  gear  wheels,  so  that  the  rapid  rotation 
of  the  armature — 2,500  revolutions  per  minute  in 
some  classes — is  reduced  so  as  to  maintain  a 
suitable  car  speed. 

It  has  been  found  expedient  in  practice,  in  order 
to  secure  sufficient  adhesion  between  the  wheels 


complete  metallic  circuit  must  extend  to  the  car, 
and  back  from  the  car  to  the  generator.  As  we 
have  already  stated,  that  portion  of  the  circuit 
leading  out  from  the  generator  is  supposed  to  con¬ 
vey  the  "  positive  ”  currents  and  the  return  the 
“  negative  "  currents. 


Fig.  27A. — The  Rae  Generator. 


and  rails,  to  mount  two  motors  on  each  truck,  each 
being  geared  to  an  axle  independently  of  the  other. 

The  accompanying  illustration,  Fig.  30,  is  a  type 
of  motor  truck  that  has  met  with  quite  general 
approval  and  is  equipped  with  the  above  described 
motor. 

CONDUCTING  CURRENT  TO  CAR. 

In  order  to  transmit  the  current  from  the 
dynamo  or  generator  to  the  motor  on  the  car,  a 


Many  experiments  have  been  tried  to  determine 
the  proper  location  of  these  conductors  and  the 
best  means  of  securing  a  movable  contact  with 
them.  On  some  of  the  early  roads  the  conductor 
was  placed  on  the  surface  and  consisted  of  a  third 
rail  mounted  on  some  insulating  material  through 
which  the  positive  current  was  transmitted,  and 
from  which,  by  means  of  a  brush  or  wheel,  the 
current  was  taken  up,  passed  through  the  motor, 


STREET  RAILWAYS. 


12 


thence,  by  means  of  the  car  wheels,  to  the  rails  of 
the  track  through  which  it  was  returned  to  the 
generator. 

An  underground  method  has  also  been  tried. 
This  consists  of 
mounting  two 
wires  or  metallic 
rods,  one  for  the 
positive  and  the 
other  for  the  neg¬ 
ative  current  in  a 
shallow  conduit 
between  the  rails 
or  at  the  side  of 
the  track.  Con¬ 
tact  with  the  con¬ 
ductors  so  mount-  FlG'  28-— Thomson- 

ed  is  obtained  by  means  of  brushes  or  plows  sup¬ 
ported  by  a  thin  iron  plate  or  finger  hung  to  the 
truck  of  the  car  and  moving  along  the  narrow  slot 
in  the  top  of  the  conduit. 


cised  in  insulating  the  conducting  wires  from  the 
sides  of  the  conduit  and  also  from  contact  with  the 
slot  rails. 

The  overhead  system  is  the  one  that  has  come 

into  the  most 
general  use,  and 
includes  the 
methods  of  sup¬ 
porting  one  or 
both  conductors 
and  making  con¬ 
tact  with  them 
above  the  car.  Of 
these  two  meth¬ 
ods  the  single 
wire  under  -  con- 
Houston  Motor.  tact  arrangement 

is  the  most  popular.  In  this  case  the  positive 
wire  is  supported  over  the  centre  of  the  track  by 
means  of  cross  wires  attached  to  poles  at  the  side 
of  the  street,  Fig.  31,  or  by  means  of  cross  arms 


Fiu.  29. — Dissected  Motor  and  Rheostat. 


One  brush  takes  up  the  current  from  the  positive  on  poles  placed  between  the  tracks.  For  single 
wire  and  conveys  it  to  the  motor,  whence  it  is  track  roads  a  side  pole  with  brackets  is  used,  as 
returned  to  the  negative  wire  through  the  other  shown  in  Fig.  32.  Figs.  33  and  34  show  methods 
brush.  In  this  system  great  care  has  to  be  exer-  of  bracing  the  trolley  wires  on  the  curves. 


ELECTRIC  TRACTION. 


13 


In  the  single  trolley  construction  the  track 
rails  are  utilized  for  the  return  or  negative  current, 
and  for  this  purpose  the  ends  of  the  rails  are  wired 
together  (Figs.  35  to  38),  and  the  rails  are  usually 
supplemented  by  one  or  more  return  wires  which 
are  buried  under  the  pavement  and  to  which  each 
section  of  rail,  frog  or  casting  is  connected  by  means 
of  branch  wires  as  shown  in  Figs.  39  to  42.  The 
bonds  are  connected  with  the  rail  by  means  of 
rivets  which  must  pass  through  holes,  drilled  in  the 
web  or  base  of  the  rail  for  the  purpose,  and  be  upset 
into  a  countersink  on  one  side.  The  joints  of  wire 


is  reduced,  resulting  in  an  economy  of  power  and 
an  efficient  service  from  the  motors.  In  some 
classes  of  soil  the  resistance  of  the  rail  return  may 
be  reduced  and  leakage  avoided  by  driving  metal 
rods  or  pieces  of  gas  pipe  ten  or  fifteen  feet  down 
into  the  ground,  and  connecting  these  rods  with 
the  rails  or  a  supplementary  wire. 

In  place  of  rods,  copper  ground  plates  having  a 
surface  of  from  thirty  to  forty  square  feet,  may 
be  placed  at  intervals  of  1,000  ft.  and  of  a  depth 
sufficient  to  insure  their  being  always  in  moist 
ground. 


should  be  well  wrapped  and  soldered,  or  the  wires 
may  be  connected  by  a  metallic  coupler.  Fig.  43. 
Where  a  drawbridge  is  crossed  the  rails  on  either 
side  should  be  connected  by  an  armored  wire, 
weighted  to  the  bottom  of  the  water  with  the 
necessary  automatic  connections  for  the  rails  on  the 
drawbridge. 

Galvanized  iron  wire  is  recommended  for  rail 
bonds  and  track  wiring,  for  the  reason  that  copper 
wire,  although  a  better  conductor,  deteriorates 
rapidly  from  electrolysis.  In  making  the  track 
connections  the  aim  should  be  to  return  the  current 
to  the  generator  in  a  direct  path  and  one  having  as 
little  resistance  as  possible.  By  reducing  the 
resistance  in  the  return  circuit  t lie  total  resistance 


POLES. 

The  poles  for  supporting  the  overhead  wires  may 
be  made  either  of  wood,  iron  or  steel,  and  should 
be  from  twenty-six  to  thirty  feet  long.  Whatever 
material  is  used,  they  should  be  made  strong 
enough  to  stand  the  strain  of  the  cross  suspension 
wire,  and,  at  the  curves,  the  side  strain  of  the  con¬ 
ducting  wire,  or,  as  it  is  called,  the  trolley  wire 
The  side  poles  should  stand  a  direct  strain  of  at 
least  800  lbs.  without  deflecting  more  than  four  or 
five  inches,  and  should  be  capable  of  standing  up 
under  a  strain  of  from  1,200  to  1,800  lbs.  without 
being  bent  beyond  the  elastic  limit.  The  strength 
should  be  sufficient  not  only  to  carry  the  weight 
of  the  suspension  and  trolley  wires  but  the  addi- 


14 


STREET  RAILWAYS. 


tonal  weight  imposed  in  case  the  wiring  should  be 
covered  by  an  accumulation  of  ice  and  snow. 


straight  lines  should  be  from  seven  to  eight  inches 
in  diameter  at  the  top  when  finished,  and  not  less 


In  case  wooden  poles  are  adopted,  the  best  tim-  than  from  ten  to  twelve  inches  at  the  base.  Larger 
ber  is  chestnut,  cedar  or  Georgia  pine.  They  may  poles  should  be  provided  at  the  ends  of  the  line, 
be  left  natural  round,  or  sawn  into  ornamental  and  also  for  standing  the  extra  pull  at  curves. 


Fig.  33. — Overhead  Curve  Wiring  for  Single 
Track  Construction, 


Fig.  34. — Overhead  Curve  Wiring  for  Double 
Track  Construction. 


shapes  and  dressed  smooth.  The  top  should  be 
coned;  and  it  will  be  found  to  be  economical  to 
keep  them  well  painted.  Wooden  poles  for  use  on 


Wooden  poles  should  be  straight,  free  from  shakes, 
checks,  or  large  knots.  (Fig-  44-) 

Iron  or  steel  poles  are  more  desirable,  for  many 


ELECTRIC  TRACTION. 


*5 


Fig.  35. — Rail  Bond  with  Girder.  Rail. 


Fig.  36.— Rail  Bond  with  Tram  Rail. 


fnj  (r^\ .  *==-  fol  foi 

^  <-^4 - -  'C*l=s1 

Fig.  37. — Rail  Bond  with  “  T  ”  Rail. 


reasons,  than  wooden  poles  and  may  be  made  more  Centre  poles,  Fig.  48,  which  are  designed  for  use  in 
or  less  ornamental  according  to  taste.  For  subur-  the  centre  of  the  street  between  the  tracks  are  made 

like  the  side  poles — except  that  the  lacing 
is  omitted — as  they  are  not  subject  to  a 
side  strain.  To  prevent  the  bending  of  the 
cross  arms  in  this  type  of  centre  poles  a 
bracing,  Fig.  49,  is  provided  which  is  a 
combination  of  bars  and  angles.  An  extra 
heavy  pole  is  provided  for  supporting  the 
trolley  at  the  end  of  the  line.  This  type 
of  end  centre  pole  is  illustrated  in  Fig.  50. 
In  addition  to  the  cross  arms  the  end  pole 
is  braced  from  the  back,  and  the  arms  are 
provided  with  loops  for  securing  the  end  of 
the  trolley  line,  in  place  of  the  usual  hanger 
connection.  Other  desirable  types  of  poles 
are  shown  in  Figs,  51  to  54. 
ban  lines  wooden  poles  will  answer,  but  the  orna-  Poles  are  usually  placed  125  ft.  apart.  This  dis- 
mental  type  of  iron  or  steel  poles  is  preferable  for  tance  will  depend  somewhat  upon  the  size  and 
city  streets.  A  very  neat  pole  is  made  of  three  sec-  material  of  the  trolley  wire,  but  it  will  usually  be 
tions  of  heavy  pipe  which  may  be  painted 
an  attractive  color.  The  lower  section 
should  be  from  five  to  eight  inches  in  di¬ 
ameter  and  the  other  two  sections  suc¬ 
cessively  one  inch  smaller  and  telescoped 
from  eighteen  to  twenty  inches  into  the 
larger.  (Fig.  45.)  Round  iron  poles  are 
sometimes  reinforced  by  a  truss  rod  on  the 
outside.  This  arrangement  should  be 
avoided  when  possible,  but  in  case  it  is 
used  the  lower  end  of  the  truss  should  be 
anchored  to  the  base  of  the  pole  below 
the  surface  of  the  ground  and  not  at  the 
surface.  Round  poles  are  sometimes  made 
with  an  internal  web  or  flange  for  giving 
them  additional  strength  on  the  outside. 

Such  a  construction  is  shown  in  Fig.  46. 

Fig.  47  illustrates  a  patented  form  of 
ornamental  pole  of  lattice  work.  This 
type  of  pole  has  a  very  large  amount  of 
spring  or  elasticity  and  will  return  to  its  | 
original  position  after  being  subject  to  a 
severe  strain.  These  poles  have  the  ad 


.  ~  :i 

- UHls? 

Fig.  38.— Rivets  Holding  Rail  Bond. 


Fig.  39. — Solder  Connections  for  Return  Wire. 

BY'THE-USE'OF  "CHANNEL  PINS" 


Fig.  40. — Method  of  Connecting  Rails  to  Supplementary 
or  Return  Wire. 


vantage  of  being  open  and  free  for  inspection  or 
painting  and  can  be  climbed  when  necessary. 


found  the  most  satisfactory,  as  the  wire  should  not 
be  allowed  to  sag  over  fifteen  or  eighteen  inches. 


i6 


STREET  RAILWAYS. 


The  pole  should  be  set  at  least  six  feet  deep  in  the 
ground  and  surrounded  by  a  foundation  of  con¬ 
crete,  the  walls  of  which  should  be  from  twelve  to 
fifteen  inches  thick;  and  for  straight  line  work  the 


above  the  surface.  These  stubs  should  be  at  least 
eight  inches  in  diameter  and  should  rake  well 
towards  the  pole  top  or  point  directly  to  it.  (Fig. 
55.)  Care  should  be  taken  that  there  be  no  metal- 


Fig.  41. — Method  of  Connecting  Three  Supplementary  Wires. 


top  of  the  poic  Onould  have  about  three  per  cent. 

of  rake  away  from  the  street.  Where  concrete  is 

not  used,  large  stones  should  be  tamped  hard 

against  the  butt  of  the  pole  at  the  bottom  of  the 

foundation  at  the  side  away  from  the  rail,  and 

when  set  on  the  curb 

line  should  bear  at 

the  surface  of  the 

ground  against  the 

curb  stone  or  have  a 

space  between  it 

,  Fig.  43. — Coupler  for 

and  the  curb  stone 

filled  with  stone.  Where  there  is  no  curb  it  is  best 
to  place  a  four  by  eight  stick  of  timber  about  three 
feet  long  against  the  rail  side  of  the  pole,  six  inches 
below  the  surface.  In  place  of  timber,  stone  may 
be  used.  In  any  event  the  ground  should  be 
solidly  tamped.  • 


lie  contact  with  a  pole  or  other  wires  which  lead 
from  it.  Guys  may  be  made  of  twisted  (double) 
No.  6  galvanized  wire  or  some  equally  strong  and 
durable  wire. 

Near  the  top  of  the  pole  should  be  provided  a 

device  admitting  of 
the  most  perfect  in¬ 
sulation  for  the  sus¬ 
pension  wires,  and,  if 
guard  wires  are  to  be 
used,  with  an  exten¬ 
sion  for  the  guard 
suspension  wires  at  least  ten  inches  above  the  trolley 
suspension  wire.  There  should  also  be  provided  ap¬ 
pliances  for  holding  the  span  wire  taut.  Figs.  56 
and  57  show  forms  of  brackets  for  iron  and  wooden 
poles.  Those  for  iron  or  steel  poles  have  a  plug  of 
wood  which  is  inserted  in  the  top  of  the  pole  as  a 


Connecting  Wires. 


Fig.  42. — Supplementary  Wires  and  Cross  Connection. 


Poles  which  support  the  extra  strain  on  curves 
should  be  head-guyed,  providing  guying  will  be 
allowed  by  city  authorities.  Guy  stubs,  or  out¬ 
riggers,  should  be  anchored  at  least  five  feet  in  the 
ground  and  the  top  allowed  to  extend  six  feet 


means  of  insulation.  This  plug  is  made  in  a  shape 
to  protect  from  moisture  and  usually  carries  a 
ratchet  arrangement  for  holding  the  span  wires 
taut.  For  round  wooden  poles  the  bracket  may  be 
provided  with  a  clamp  as  shown  in  Fig.  57.  Lat- 


ELECTRIC  TRACTION. 


17 


tice  side  poles  are  usually  provided  with  an  eye  bolt 
and  a  nut  for  adjusting  the  slack  of  the  span  wire. 

Figs.  58  to  59D  illustrate  valuable  types  of  trolley 
supports,  which  are  suspended  from  the  span  wire, 
as  indicated,  and  support  the  trolley  wire  from 
above  without  offering  any  obstruction  to  the  pass¬ 
age  of  the  under  running  trolley  wheel.  Figs.  60  to 


in  position  so  as  to  have  a  sag  of  not  more  than 
three  per  cent,  of  their  length,  and  should  be  in 
position  to  support  the  trolley  wire  at  the  height 
of  eighteen  or  nineteen  feet  from  the  ground. 
In  no  case  should  they  be  attached  to  the  pole 
in  such  a  manner  that  the  slack  cannot  be 
readily  taken  up,  and  all  hangers  and  eye  bolts 
should  have  sufficient  strength  to  stand  a  heavy 
strain  without  breaking,  and  yet  should  be  as  light 
as  possible. 


Fig  44. — Plain  Fig.  si-”- Ornamental 

Wooden  Pole  Centre  Pole.  Fig.  44A.— Standard  Octagonal  Wooden  Pole. 


6ob  give  views  of  different  types  of  pull-off  brackets, 
while  Figs.  61  62  and  62A  are  forms  of  strain  insu¬ 
lators,  and  Fig  63  is  a  trolley  wire  current  breaker. 
These  should  be  of  the  best  insulated  material  and 
of  a  shape  to  shed  moisture,  prevent  leakage  and  in 
all  cases  should  be  of  a  material  that  will  not  rust 
The  span  wires  may  consist  of  stranded  wire  or  of 
single  galvanized  steel  wire  of  the  size  not  smaller 
than  No,  5  B  &  S  gauge  They  must  be  secured 


The  trolley  wire  should  not  be  smaller  than  No. 
o  (  325  of  an  inch  in  diameter),  and  of  hard  drawn 
copper  wire  or  silicon  bronze  wire.  The  size,  how¬ 
ever,  depends  upon  certain  conditions  which 
include  the  number  and  size  of  the  cars,  condition 
of  the  track  and  the  magnitude  of  the  grades; 
hence  it  is  impossible  to  designate  a  size  of 
trolley  wire  which  would  be  just  right  to  meet  all 
requirements  Usually,  however,  it  will  be  found 


i8 


STREET  RAILWAYS. 


economical  to  use  a  small  wire,  and  put  it  up  in 
sections,  to  each  of  which  the  current  should  be 


Fig.  45. — Wrought  Iron  Pole  with  Telescoped  Joints. 


line,  and  will  be  treated  in  connection  with  feed 
wires. 

Strain  wires  or  pull-off  wires  should  be  provided 
to  relieve  the  strain  on  the  trolley  wire  at  each 
approach  to  a  curve  and  also  at  the  divisions  of  the 
trolley  section.  They  should  be  of  the  same  mate¬ 
rial  as  the  span  wires,  and  attached  to  the  trolley 
by  a  pull-off  bracket  midway  between  the  poles, 

and  should  lead  off 
through  the  diagonals 
of  the  oblong  formed 
by  the  four  corner 
poles. 

Guard  wires  should 


m 


Fig.  46. — Round  Iron  Pole 
with  Internal  Wee. 


Fig.  52. — Ornamental 
Pole. 


supplied  by  a  feed  wire.  The  frequency  of  the  be  provided  in  crowded  streets  where  there  is 
divisions  of  the  trolley  will  depend  largely  upon  danger  of  foreign  wires  such  as  telephone,  tele- 
ihe  peculiarities  and  situation  of  each  individual  graph  or  light  wires  coming  in  contact  with  the 


ELECTRIC  TRACTION 


19 


Fig.  47. — Ornamental  “  Patented  ’* 
Side  Pole. 


20 


STREET  RAILWAYS. 


trolley  in  case  they  should  fall  The  guard  wires  twenty  inches  above  the  trolley  wire,  should  be  in- 
should  be  of  No.  8  galvanized  wire  and  supported  sulated  from  the  span  wires  and  from  the  poles,  and 


Fig.  50. — Patented  End  Centre  Pole. 

by  a  span  wire  of  the  same  material  as  the  trolley  on  single  track  roads  there  should  be  two  over  the 
span  wire  They  should  be  supported  from  ten  to  trolley  wire,  two  or  three  feet  apart,  with  the  trolley 


ELECTRIC  TRACTION. 


21 


midway  between  them.  On  a  double  track  road  plane  as  the  trolley,  its  weight  would  be  likely  to  de- 
three  guard  wires  properly  arranged  are  sufficient  fleet  the  guard  wire  sideways  so  as  to  bring  the  for- 
lo  protect  the  two  trolley  wires.  The  necessity  of  eign  wire  in  contact  with  the  trolley.  Guard  wires 


Tubular  Pole  for  Single  Track, 


two  guard  wires  or  more,  in  case  any  are  used,  will 
be  apparent  from  the  fact  that  should  a  foreign  wire 
fall  across  a  single  guard  wire,  in  the  same  vertical 


are  likely  to  be  a  source  of  trouble,  and  should  only 
be  used  in  cases  where  it  is  absolutely  necessary. 
Fig.  64  illustrates  the  usual  or  “Western  Union" 


22 


STREET  RAILWAYS. 


method  of  splicing  overhead  wires.  This  method 
of  splicing  is  open  to  objection  in  trolley  wires,  and 


contact.  Fig.  65  shows  one  method  of  splicing, 
which  consists  of  bringing  the  chamfered  ends 


Section. 


Section. 


Fig.  54A.  Fig.  54B. 

Light  Ornamental  Steel  Poles  Without  Horizontal  Joints. 

various  other  methods  have  been  proposed,  the  together  and  wrapping  the  joint  with  fine  wire  and 
object  being  to  provide  as  smooth  a  surface  as  pos-  then  pouring  melted  solder  into  the  interstices, 
sible  to  the  passage  of  the  trolley  wheel  or  sliding  Another  method  which  meets  with  quite  general 


ELECTRIC  TRACTION. 


favor,  consists  of  inserting  the  ends  in  a  thin  cap  or 
tube  and  then  twisting,  as  illustrated  in  Figs.  66  and 
67.  In  some  methods  of  splicing  the  joint  is  covered 
with  a  brass  taper  sleeve  or  pieces  of  brass  tubing 

cone  shaped. 
These  tubes  are 
slipped  over  the 
ends  of  the  wire 
before  the  splice  is 
made,  then  the 
large  ends  are 
brought  together 
over  the  splice  and 
held  in  place  by 
solder,  which  is  in¬ 
troduced  through  a 
small  opening 
made  in  the  side 
See  also  Fig  67A. 

One  method  of  arranging  the  overhead  switches 
for  turnouts  or  branch  lines  is  shown  111  Fig  68.  The 
switches  proper,  or  frog,  usually  consist  ol  triangular 


Fig.  57. — Bracket  for  Wooden  Poles. 


shaped  pieces  of  metal  (Fig  68a)  having  flanges  or 
webs  on  the  under  side,  placed  at  the  junction  of  the 
wires,  and  so  arranged  that  the  trolley  wheel,  follow¬ 
ing  the  car,  will  take  the  desired  direction  without 
any  attention  from  the  conductor.  The  arrangement 


i 

of  the  switch  is  a  very  simple  and  satisfactory  one 
for  a  single  overhead  wire,  but  the  switches  for 
double  trolley  construction  are  quite  complicated; 
still  some  have  been  devised  which  work  very  satis¬ 
factorily  on  such  lines  as  employ  the  double  con¬ 
struction. 

FEED  WIRES. 

Ordinarily  the  trolley  wire  is  not  large  enough  to 
transmit  the  power  to  a  long  distance  without 
undue  loss,  hence  it  is  found  advantageous  to 
supply  the  current  to  the  trolley  wire  at  intervals 


Fig.  56. — Bracket  for  Iron  Poles. 
by  means  of  auxiliary  insulated  feed  wires.  By 
this  arrangement  a  nearly  uniform  potential  can  be 
maintained  at  all  points  of  the  1'  The  advantage 
of  feed  wires  is  graphically  illustrated  by  Fig.  69. 
In  the  first  diagram  a  numb'3  "as  burners  appear 
on  a  single  supply  pips$|.  -  supply  is  very  small 
at  the  last  light;  but  in  the  second,  in  which  a  supple¬ 
mental  pipe  is  used  to  feed  the  pipe  supporting  the 
burners,  the  flame  is  uniform  at  every  point.  The 
same  is  true  writh  an  electric  supply  to  the  various 
cars  upon  the  line. 


of  the  tube  for  the  purpose. 


24 


STREET  RAILWAYS. 


Fig.  58.— Trolley  Wire  Hanger. 


Fig.  59D  —Bracket  Arm  Fig.  59D. — Bracket  Arm  Insulator 
Insulator.  for  Curves. 


Fig.  60  —Pull-off  Bracket, 


Section 


Trolley  Support 


MHSj 


Fig.  6ob.— Pull-off  Bracket, 


Section, 


Fig.  59A  — Trolley  Support, 


Fig,  59D,  — Box  Line  Insulator, 


Fig.  5qb. — Trolley 

SurroRT, 


Fig.  6oa. — Pull-off  Bracket 


Fig,  62a  — Strain  Insulator 


ELECTRIC  TRACTION. 


25 


The  feed  wires  should  possess  large  capacity,  and 
may  be  carried  on  the  side  or  centre  poles  or 
Jed  through  subways  between  the  tracks;  when 
convenient,  through  cross  streets  over  the  short- 


Fig.  6i. — Bridle  Insulator. 

est  route  between  the  power  station  and  the 
section  to  be  fed.  When  it  becomes  necessary  to 
lead  the  feed  wires  under  water  the  best  armored 
cables  should  be  used.  Connection  may  be  made 
from  the  feed  wire  with  the  trolley  over  the  span 
wires  by  means  of  insulated  hangers.  In  case  the 
feeder  is  laid  in  a  subway 
it  may  be  led  up  to  the 
trolley  by  the  side  of  a 
pole,  or  if  a  metal  pole  is 
used  it  may  be  placed 
within  the  pole.  Fig.  &2.— Strain  Insulator. 

Subways  or  electric  conduits  for  feed  wires  are 
preferably  constructed  of  non-conducting  tubing 
through  which  the  bare  conductor  can  be  led. 

The  tubing  should  be  enclosed  in  a  creosoted  plank 
casing,  with  manholes  three  or  four  hundred  feet 
apart.  The  tubing  being  laid,  there  are  different 
methods  by  which  the  conductor  may  be  intro¬ 
duced  into  them;  one  consists  in  introducing  a 
light  wood  or  bamboo  rod  which  is  inserted  in 
sections,  and  feruled  together,  and  by  means 
ot  which  a  strong  rope  or  cable  may  be  drawn 
in  to  be  followed  by  the  conductor  of  any  de¬ 
sired  length.  A  second  consists  of 
introducing  a  light  cord  into  the  tube 
by  means  of  a  small  Sturtevant  blow¬ 
er  operated  by  man  power.  The  cord 
first  being  wound  on  a  reel  is  placed 
in  a  casing  at  the  end  of  a  hose  leading  from  a 
blower.  To  one  end  of  the  cord  is  attached  a 
small  leather  bag,  or  the  thumb  of  an  old  glove, 
which  being  introduced  into  a  tube  with  the 
closed  end  forward  is  readily  blown  through  to 
the  next  manhole  carrying  the  cord  with  it.  By 


means  of  the  cord  a  heavier  cord  or  rope  is  drawn 
in  and  finally  the  copper  conductor. 

Contact  of  the  moving  car  with  the  overhead 
wire,  for  the  purpose  of  conducting  the  current 
through  the  controlling  mechanism 
on  the  car  to  the  respective  poles  of 
the  motor,  is  made  by  means  of  a 
trolley  pole  and  stand,  and  the  rela¬ 
tion  of  the  cars  to  the  circuit  is 
illustrated  by  the  conventional  dia¬ 
gram,  Fig.  70,  from  which  it  will  be  noted  that 
the  current  seems  to  start  from  the  positive 
brush  of  the  generator  G  and  along  the  overhead 
conductor  in  the  direction  of  the  arrows,  until  it 
reaches  the  trolley  T  of  one  of  the  motor  cars, 
which  is  in  contact  with  the  conductor.  Here  a 

portion  of  the  current 
passes  down  through  the 
trolley  to  the  motors  M 
M,  as  shown  by  the  dotted 
lines.  Having  done  its 
work  in  the  motors  it  goes 
on  to  the  rails  through  the  wheels,  and  by  the  rails 
and  return  wire  W,  back  to  the  negative  brush  of 
the  generator.  The  main  portion  of  the  current, 
which  divides  at  T,  passes  on  to  feed  other  cars 
upon  the  line  in  the  same  manner,  each  car  taking 
from  the  conductor  only  the  necessary  amount  of 


rr*  .  — 

p  --  11 

1  ~ 

Fig  63.  — Trolley  Wire  Circuit- Breaker. 
current  to  develop  the  required  power,  while  the 
entire  return  current  is  carried  by  the  rails  and  the 
supplementary  wire.  The  trolley  stand  consists  of 
an  upright,  firmly  attached  to  the  roof  of  the  car 
and  a  long  wooden  or  iron  arm  or  mast,  pivoted 
near  one  end  upon  the  top  of  the  upright.  The 


STREET  RAILWAYS 


Complete  Ear  Body  or  Trolley  Support. 


Strain  Ear. 


Straight  Line  Ear 


Method  op  Cutting  in  Ear  Body. 


ELECTRIC  TRACTION. 


27 


long  arm  of  the  mast  carries  a  metallic  trolley 
wheel  which  is  held  firmly  up  against  the  under 
side  of  the  conductor  by  strong  springs  attached 
to  the  short  end  of  the  arm  and  connected  with 
the  base  of  the  standard. 

The  mast,  springs  and  attachments  are  all  free 
to  swivel  upon  the  upright. 

An  insulated  wire  imbedded  in  the  mast  con¬ 
ducts  the  current  from  the  trolley  wheel  to  the 


Glass  Insulation. 


Feed  Wire  Insu-  "Method  ok  Cutting  in 


lator.  Side  Feed. 

controlling  switches  on  the  car.  In  place  of  a  trolley 
wheel,  however,  a  sliding  contact  may  be  obtained 
by  means  of  a  carbon  lined  metallic  brush  at  the 
end  of  the  trolley  pole  and  shown  in  Fig.  71.  Figs. 
72  and  73  illustrate  different  types  of  trolley  wheel, 
pole  and  stand. 

Instead  of  the  single  overhead  wire  and  rail  con¬ 
nections  for  the  return  current,  the  necessary 
metallic  circuit  is  sometimes  formed  by  two  over¬ 
head  wires  placed  five  or  six  inches  apart.  In  this 
case  two  trolley  wheels  or  two  masts,  each  carrying 
a  wheel,  are  required.  One  wheel  is  run  in  com 


tact  with  the  positive  wire  and  the  other  with  the 
negative,  and  by  this  means  the  current  is  con¬ 
ducted  from  one  wire  to  the  motors  and  back  to 
the  other  wire. 

We  have  now  to  consider  the  wiring  of  the  car 
and  learn  just  how  the  wires  are  to  be  connected 
with  the  switches  and  with  the  poles  of  the  mo¬ 
tors. 

Usually  a  switch  on  each  platform  directs  the 


Method  of  Anchoring  Single  Line. 


current  to  both  motors,  and  controls  the  speed  and 
direction  of  the  car.  In  addition  to  the  switch,  how¬ 
ever,  it  is  necessary  to  provide  means  for  control¬ 
ling  the  flow  of  the  current  through  the  motors, 
and  this  is  one  of  the  most  important  factors  in  the 
operation  of  electric  cars. 

A  great  many  schemes  have  been  proposed,  but 
on  this  point  there  is  a  radical  difference  among 
electricians.  One  of  the  most  prominent  systems 
effects  the  controlling  influence  by  a  peculiar  wind¬ 
ing  of  the  field  magnets,  and  will  be  described 
later  on.  In  other  systems  the  control  of  the  cur- 


28 


STREET  RAILWAYS. 


rent  is  made  through  what  is  known  as  a  rheostat 
or  resistance  box;  this  prevents  an  abnormal  flow 
of  current  through  the  armature  and  enables  the 
motor  to  start  up  gradually.  (Fig.  74.) 


Fig.  64.— Telegraph  Joint. 


0 


LENGTH  OF  8CARF  NOT  LE$8  THAN  0  INCHES* 


JOINT  BEFORE  BEING  WRAPPED. 

Fig.  65.— Trolley  Wire  Joint. 


JOINT  BEFORE  BEING  TWISTED. 

Figs.  66  and  67. — Feeder  and  Trolley  Wire  Joint. 

As  will  be  seen  from  the  figure,  the  rheostat  is 
constructed  in  the  form  of  a  half  circle  and  is 
mounted  under  the  floor  of  the  car,  as  shown 
in  Fig.  75.  The  resistance  consists  of  small  pieces 
of  thin  sheet  iron  cut  in  the  form  shown  in 
Fig.  76.  These  pieces  are  placed  side  by  side, 
separated  by  mica,  and  are  so  arranged  that 
they  are  connected  in  series  throughout  the 
rheostat.  At  proper  intervals  contact  pieces 
of  heavy  sheet  iron  are  provided,  as  shown  in 
Fig.  77,  and  the  whole  is  secured  in  a  semi¬ 
circular  iron  case  thoroughly  insulated  with 
mica  throughout. 

At  the  centre  of  the  semi- circle  a  vertical 
shaft  is  placed,  having  an  arm  which  carries 
a  contact  brush.  This  brush  is  made  of  in 
dependent  iron  fingers  pressed  down  by 
springs.  By  means  of  a  pulley  and  a  wire  rope 
or  link  belt  connecting  with  the  switch  stand 
on  the  platform  the  shaft  is  turned  and  the 
brush  is  made  to  slide  in  either  direction 
over  the  corrugated  surface.  It  will  be  seen  that 
if  the  positive  wire  is  connected  to  one  side  of  the 
rheostat,  and  the  wire  leading  to  the  motor  is  at¬ 
tached  to  the  brush  when  the  latter  touches  the 


1 


opposite  side  of  the  rheostat  all  of  the  resistance  is 
introduced  and  the  motor  starts  up  slowly.  To 
increase  the  speed  the  brush  is  moved  along  over 
the  surface  of  the  rheostat  cutting  out  one  section 
after  the  other,  thus  decreasing  the  resistance, 
j  so  that  when  full  speed  is  attained  all  the  sec¬ 
tions  of  the  rheostat  are  cut  out,  leaving  no 
idle  resistance  in  the  circuit. 

The  peculiar  construction  ana  arrangement 
of  the  brush  insures  good  contact;  and  to 
prevent  the  formation  of  an  arc  when  the 
brush  is  thrown  entirely  off  the  rheostat,  a 
magnet  is  sometimes  provided  which  auto¬ 
matically  blows  out  the  arc.  In  order  that 
^  an  exceptionally  high  speed  may  be  attained, 
the  last  segment  of  the  rheostat  is  so  connect¬ 
ed  with  a  part  of  the  field  coils  that  when  the 
brush  is  in  contact  with  this  section  the  latter 
are  cut  out,  thus  reducing  the  strength  of  the 
field  and  causing  the  armature  to  revolve 
faster.  The  speed  which  will  be  attained  by  the 
car  when  the  brush  is  in  contact  with  the  last 
segment,  depends  upon  the  winding  of  the  motors, 
which  is  usually  gauged  for  about  twelve  miles  per 
hour. 


Fig.  67A. — Splicing  Ear. 


Fig.  68. — Overhead  Wiring  for  Single  Track  Turnouts. 


Fig.  68a. — Frog  for  Overhead  Switch. 

We  have  previously  stated  that  a  motor  is  put 
in  operation  by  conducting  a  part  of  the  current 
through  the  coils  of  the  field  magnets  and  another 
portion  into  the  armature.  This  is  true  in  case  of 


ELECTRIC  TRACTION. 


29 


a  “  shunt  ”  wound  motor,  but  with  a  series  wound  This  is  just  what  it  does  do,  and  as  soon  as  it  is 
motor,  which  seems  best  adapted  for  street  car  set  in  motion  it  begins  to  work  as  a  dynamo  on  its 
work,  all  of  the  current  may  be  directed  through  own  account  and  sets  up  a  current  in  the  circuit  in 


tne  armature  and  then  through  the  coils  of  the  the  opposite  direction  to  that  which  is  driving  it, 
field  magnets  or  vice  versa.  and  this  counter  electric  action  is  proportional  to 

The  question  has  doubtless  occurred  to  the  the  velocity  of  rotation  and  the  magnetism  of  the 


Fig.  70. — Diagram  of  Railway  Circuit. 

reader,  If  the  revolution  of  the  armature  in  a  dyna-  magnets.  Hence  it  is  that  the  efficiency  of  a  motor 
mo  produces  an  electric  current  why  does  not  the  in  utilizing  the  energy  of  the  current  depends 
spinning  round  of  the  armature  of  a  motor,  which  largely  on  the  relation  of  the  electro-motive  force 
is  like  a  dynamo,  also  generate  a  current?  which  itself  generates  when  rotating,  and  the  elec- 


3o 


STREET  RAILWAYS. 


tro-motive  force  or  pressure  at  wmch  the  current  is 
supplied  to  it.  This  fact,  however,  does  not  detract 
from  the  efficiency  of  the  motor,  as  might  be  sup¬ 
posed,  but  it  is  an  absolutely  necessary  factor  in 
the  output  of  the  motor;  it  furnishes,  so  to  speak, 
a  foothold  or  rest  against  which  the  current  can 
brace  in  its  efforts  to  push  or  pull. 


A  motor  may  be  reversed  by  reversing  the  current 
through  the  armature  or  through  the  field  magnets  ; 
usually  it  is  done  through  the  armature  and  is 
accomplished  by  means  of  the  controlling  device. 

In  the  early  experiments  with  electric  traction 
two  methods  of  arranging  the  cars  in  a  circuit  were 
employed;  they  are  known  as  the  “  series”  and  the 


Fig.  72. — Trolley  Stand. 

This  reaction  of  counter  force  generated  in  the 
motor  is  also  utilized  as  an  automatic  regulator  of 
the  motor,  for,  as  stated  above,  this  counter  force 
depends  upon  the  field  and  the  speed  of  the  arma¬ 
ture;  therefore,  it  follows  that  if  the  field  magnet 
is  under  proper  control  this  counter  force  is  also 
under  control  and  can  be  made  greater  or  less  in 
relation  to  the  driving  force,  and,  consequently,  the 
motor  can  be  made  to  do  whatever  work  is  required 
of  it. 


Fig.  71. — Trolley  Pole  and  Stand 
with  Sliding  Contact. 

“parallel”  systems,  but  the  latter  has  come  into 
universal  use. 

In  the  series  system,  two  overhead  wires  are  re¬ 
quired  and  all  the  current  of  the  circuit  is  sent 
through  the  first  motor,  then  on  to  the  second,  and 
through  this  to  the  third,  and  so  on  to  the  end;  but 
in  the  parallel  system  only  a  portion  of  the  current 
is  sent  through  each  motor. 

These  terms  “  series”  and  “  parallel”  will  be  better 
understood  by  reference  to  a  familiar  figure.  Let 


ELECTRIC  TRACTION. 


3i 


a  dozen  people  take  hold  of  hands  and  be  placed 
in  an  electric  circuit,  the  person  on  the  right  hand 
and  on  the  left  each  holding  an  end  of  the  wire  in 
his  free  hand;  now,  it  is  evident  that  all  of  the  cur¬ 
rent  must  pass  through  the 
arms  and  hands  of  each 
person,  and  they  are  said 
to  be  arranged  in  “series.” 

Now,  let  the  parties  stand 
in  line  one  behind  the  other 
facing  in  the  same  direct 
tion,and  let  each  take  hold 
of  the  positive  wire  of  the 
circuit  with  the  right  hand 
and  hold  the  negative  wire 
with  the  left  hand ;  it  is  evi¬ 
dent  that  only  a  part  of  the 
current  will  pass  through 
each  person,  and  they  are 
said  to  be  arranged  in 
“parallel.” 

A  type  of  motor  which 
has  been  extensively  adop¬ 
ted  is  illustrated  in  Fig.  78 
and  is  manufactured  by  the 
Edison  General  Electric 
Co.,  of  New  York.  A  fully 
equipped  truck  for  this 
type  of  motor  is 
shown  in  Fig.  79. 

The  peculiarity 
of  this  motor 
consists  in  the 
method  of  regu¬ 
lation  which  is 
accomplished 
with  the  use  of 
very  little  resist¬ 
ing  medium,  by 
the  peculiar 
winding  of  the 
field  magnets,  and  will  be  understood  by  the  study 
of  Fig.  80  which  represents  a  detached  field,  and 
by  studying  Fig.  81  which  also  illustrates  the  wiring 
of  a  car  and  shows  how  the  current  is  conducted 


Fig.  73. — The  Boston  Trolley. 


K — Pole  complete  with  wheel. 

H — Wheel  complete,  with  bushing. 
C  D — Flanges  for  wheel. 

J — Contact  washer. 

R — Base  complete  with  springs. 


from  the  trolley  through  the  switches  to  the  motor 
or  lamps,  and,  by  means  of  the  wheels,  to  the  rails. 

It  will  be  noted  by  reference  to  Fig.  80  that  each 
of  the  field  magnets  is  wound  with  three  separate 
coils.  This  provides  for  governing  the 
motor  by  the  method  known  as  “commu¬ 
tated  fields.”  In  starting  the  motor  these 
three  coils  are  placed  in  series  with  each 
other  ;  this  will  be  better  understood  by 
reference  to  Fig.  82;  that  is,  the  switch 
operated  from  the  platform  is  so  placed 
that  all  the  current  goes  through  the  first 
coil,  then  through  the  second,  then  through 
the  third  to  the  armature.  This  gives,  with 
comparatively  small  current,  a  very  strong 
field  and  comparatively  high  resistance. 
When  fields  are  arranged  in  this  way,  the 
energy,  it  is  claimed,  is  not  a  dead  waste, 
as  is  the  case  where  resisting  media  are  in¬ 
troduced,  for  a  considerable  portion  of  this 
energy  goes  to  magnetize  the  field  mag¬ 
nets,  and  by  this  means  increases  the  start¬ 
ing  effort  of  the  motor.  In  the  second  posi¬ 
tion,  Fig.  82,  one  of  the  coils  is  cut  out. 
This  gives  a  resistance  of  about  two-thirds 

of  the  first  ar¬ 
rangement,  and 
with  a  given 
current  has  a 
somewhat  less 
magnetizing 
force.  In  the 
third  arrange¬ 
ment,  two  of  the 
three  coils  are  in 
parallel  and  in 
series  with  the 
third.  By  this  ar¬ 
rangement  the 
current  splits  be¬ 
tween  two  coils 
so  that  each  gets  approximately  one-half  of  it,  then 
enters  the  third  coil  and  thence  through  the  arma- 
ure. 

This  gives,  approximately,  half  of  the  resistance 


A — Frame  for  holding  wheel. 

F — Spindle  for  wheel. 

E — Raw  hide  bushing  for  wheel. 
S — Contact  springs  or  brushes. 

G — Contact  ring  for  wheel. 


32 


STREET  RAILWAYS. 


Fig.  74. — Rheostat. 


of  the  first  position.  The  fourtn  arrangement  cuts 
out  this  single  coil  so  that  the  current  divides 
between  two  coils.  This  position  gives  compara¬ 
tively  small  resistance,  so  that  with  moderately 

heavy  loads  the 
heat  waste  in 
the  magnet  is 
small.  In  the 
fifth  position 
the  three  coils 
are  placed  in 
multiple  arc  ; 
that  is,  the  cur¬ 
rent  divides  between  all  three,  each  coil  taking  its 
own  part.  This  gives  a  low  resistance,  and  is  suit¬ 
able  for  working  under  heavy  loads.  The  resist¬ 
ance  in  this  position  is  about  one-tenth  that  in  the 
first  posi¬ 
tion. 

It  will 
thus  be 
seen  that 
the  first  po¬ 
sition  en¬ 
ables  the 
motor  to 


ter,  in  many  respects,  than  that  just  described. 
These  motors  are  generally  used  two  in  series,  and 
by  this  arrangement  they  are  self  equalizing  and 
do  not  require  equalizing  coils,  as  the  former  type 
does,  and  being  subject  to  a  low  pressure  only  are 
not  liable  to  burn-outs.  In  several  other  points 
this  motor  is  an  improvement  over  the  former;  for 
instance,  in  the  armature  bearings,  lubricating  ap¬ 
pliances  and  method  of  attaching  the  brush 
holders. 

Fig.  81  is  a  conventional  diagram  showing  the 
number  and  the  relation  of  the  wires  to  the  switch 
and  motor.  The  switch  stand  proper  consists  of  a 
cylinder  made  of  hard  wood,  having  copper  cast¬ 
ings  of  peculiar  shape  attached  to  it,  and  so  ar¬ 
ranged  that  when  the  cylinder  is  rotated  these 
copper  forms  are  brought  in  proper  contact  with 

studs  con¬ 
nected  to 


intdooiA 

(ftaoC 


Fig.  75.— Car  Platform  with  Electrical  Equipment. 


the  differ¬ 
ent  wires. 
These  cyl¬ 
inders  are 
housed  in 
against  the 
dash  on 


work  with  a  small  load  but  with  a  strong  field,  and 
the  last  position  enables  it  to  work  under  a  very 
heavy  load  with  a  field  of  equal  strength  and  with 
no  greater  heat  waste  than  in  the  first  position. 
The  intermediate  positions  are  used  for  moderate 
loads. 

It  may  be  noted  that  the  combination  of  these 
coils  can  be  varied  to  give  any  speed  with  a  given 
load.  That  is,  suppose  there  is  a  given  load  in  the 
first  position.  In  order  to  increase  the  speed  it 
will  be  necessary  to  increase  the  electro-motive 
force  at  the  armature,  and  this  can  be  done  by 
turning  the  switch  in  such  a  position  as  will  put 
the  magnets  in  multiple  arc.  This  makes  the 
drop  in  the  magnet  smaller,  but  gives  a  corres¬ 
ponding  increase  of  speed. 

Fig.  83  illustrates  another  type  of  double  reduc¬ 
tion  motor,  which  is  manufactured  by  the  same 
company  as  above,  but  which  is  stronger  and  bet¬ 


both  platforms  and  are  so  connected  that  the 
motion  of  the  car  is  controlled  from  either  end. 

A  motor  employing  an  armature  of  the  ring  type 
is  illustrated  in  Fig.  84.  This  is  known  as  the  Short 
motor,  and  was  introduced 
by  the  Short  Electric  Rail¬ 
way  Co.,  of  Cleveland,  O.  In 
this  particular  motor  four 


Fig.  76. — Sheet  Iron 
Resistance. 


field  magnets,  abed ,  are 
employed,  which  are  wound 
in  series  and  are  so  mounted 
that  their  poles,  which  are 
crescent  shaped,  are  presented 
to  the  sides  of  the  armature 
instead  of  being  placed  out¬ 
side  the  circumference,  as  is  usually  the  case.  The 
diameter  of  this  armature  being  larger  than  the 
drum  type  of  armature  usually  employed,  the 
armature  necessarily  does  not  revolve  as  fast  as 


Fig.  77. — Section  of 
Rheostat. 


ELECTRIC  TRACTION. 


33 


the  latter,  1,000  revolutions  per  minute  being  the 
maximum. 

This  motor  is  regulated  by  a  resisting  medium 


frame,  where  they  are  properly  bolted.  The 
wooden  blocks  render  the  frame  particularly  rigid 
and  serve  to  insulate  the  motor  proper  from  the 


Fig.  78. — Edison  Railway  Motor. 

or  rheostat  of  a  type  somewhat  different  from  that  car  axle.  Wooden  web  gear  wheels  are  also  em- 
previously  described,  but  employs  the  same  princi-  ployed  which  render  the  operation  of  the  motor 
pies.  Still  other  peculiar  features  may  be  noted  in  noiseless  and  also  assist  in  the  insulation.  A  com- 


Fig.  79. — Truck  Equipped  with  Edison  Motors. 

its  construction.  The  frame  is  cast  in  two  parts  plete  truck  equipped  with  this  motor  is  shown  in 
which  are  joined  together  by  means  of  wooden  Fig.  85. 

blocks,  x y,  which  fit  into  sockets  in  each  part  of  the  The  general  design  of  still  another  motor  and 

5 


34 


STREET  RAILWAYS. 


truck  is  shown  in  Fig.  86.  It  consists  of  a  single  Wc  come  now  to  describe  a  radical  departure  in 
powerful  motor  mounted  on  a  frame  independent  the  method  of  mounting  the  motor  on  the  truck 
of  the  truck  frame  from  which  it  is  insulated  by  and  in  the  method  of  gearing, 
wood  strips  and  by  having  the  armature 
pinion  built  up  of  gun  metal  and  fibre.  The 
power  is  transmitted  to  both  axles  by  means 


Fig.  8o. — Detached  Field  of  Edison  Motor. 
of  a  countershaft  and  bevelled  gears,  the 
latter  being  of  the  “shrouded'  pattern, 
thus  securing  the  maximum,  amount  of 
traction.  The  fields  are  of  wrought  iron  and  the 


Fig.  82. — Commuted  Field  of  Edison  Motor. 

Fig.  87  illustrates  a  type  of  single  reduction  gear 


armature  is  of  the  ring  type,  but  is  so  wound  that  motor  manufactured  by  the  Thomson-Honston 


the  terminal  wires  connecting  with  the  commutator 
are  brought  on  top  of  the  armature,  thus  simplify¬ 
ing  commutator  repairs.  The  tendency  to  heat 


Electric  Co.,  of  Boston.  It  is  nearly  iron  clad,  hav¬ 
ing  two  internal  pole  pieces  carrying  the  field  spools 
which  partially  surround  the  armature.  The  arma- 


and  barn  out  is  reduced  to  a  low  point  by  a  pecul-  ture  is  of  the  ring  type  and  the  bobbins  are  wound 
iar  arrangement  from  which  the  name  "  heat  proof close  together  around  a  smooth  rim,  no  chambers 
motor,  which  has  been  given  it  by  the  manufact-  being  milled  out  for  receiving  the  wires.  The  dif- 
urers,  the  Detroit  Electrical  Works,  is  derived.  erent  parts  of  the  motor  are  shown  in  Fig.  88.  The 


ELECTRIC  TRACTION. 


35 


gears  are  enclosed  in  dust  tight  and  oil  tight  cases 
provided  with  hand  holes  with  spring  covers 
through  which  lubricants  may  be  introduced.  The 
bottom  and  sides  of  the  motor  are  protected  from 
dust,  snow  and  water  by  a  sheet  iron  pan  illustrated 
in  Fig.  89.  The  reduction  of  speed  between  the 
armature  and  the  car  axle  is  about  4.8  to  1,  so  that 
when  the  car  is  running  at  the  rate  of  even  ten 
miles  per  hour  the  armature  makes  only  about  538 
revolutions  per  minute.  By  this  arrangement  of 
gear  the  operation  is  practically  noiseless  and  the 
item  of  gear  repairs  is  greatly  reduced. 


iron  plates  so  that  the  completed  core  has  slots  to 
receive  the  wiring,  and  the  wires  are  completely 
imbedded  below  the  surface.  The  speed  of  the 
armature  is  comparatively  slow,  as  the  wires  move 
only  about  1,250  ft.  while  the  cars  pass  over  1,000 
ft.,  which  is  about  one-fourth  the  velocity  of  the 
armature  in  the  high  speed  type  of  motors.  The 
field  castings  are  hinged  and  can  be  readily  swung 
back,  giving  access  to  the  fields  and  the  armature. 
(Fig.  92).  The  ratio  of  gear  reduction  is  only  3.3 
to  1.  The  gears  are  encased  in  cast  iron  housings 
partially  filled  with  oil. 


Fig.  83. — Improved  Edison  Motor. 


Another  single  reduction  motor  is  illustrated  by 
Fig.  90,  this  particular  type  being  manufactured  by 
the  Westinghouse  Electric  &  Manufacturing  Co., 
of  Pittsburgh,  Pa.  By  reference  to  the  figure  it 
will  be  seen  that  the  general  form  of  the  motor  is 
cylindrical,  and  it  is  of  the  multipolar  type,  there 
being  four  poles,  which  gives  an  advantage,  it  is 
claimed,  over  two  pole  machines  in  the  line  of  slow 
speed,  greater  simplicity  and,  most  important  of 
all,  greater  heat  radiating  surface  for  the  field  coils 
and  reduction  of  loss  from  the  radiation  of  the  lines 
of  force.  (Fig.  91).  The  armature  is  of  the  drum 
type  and  the  core  is  built  up  of  laminated,  grooved 


Another  multipolar  type  of  motor  is  shown  in 
Fig.  93.  This  is  known  as  the  Baxter  motor,  and 
is  manufactured  by  the  Baxter  Electric  Motor  Co. 
of  Baltimore.  The  fields  are  formed  in  a  peculiar 
shape,  as  will  be  seen  from  Fig.  94,  and  although 
there  are  eight  poles  they  are  placed  in  such  a  posi¬ 
tion  that  the  vertical  diameter  of  the  motor  is  only 
a  trifle  greater  than  the  armature.  The  armature 
is  of  the  ring  type  and  is  about  eighteen  inches  in 
diameter.  The  armature  shaft  carries  pinions  at 
both  ends,  four  and  a  half  inches  in  diameter, 
which  mesh  into  split  gears  eighteen  inches  in 
diameter,  keyed  to  the  car  axle.  The  motor  is 


Fig.  84.— Short  Electric  Railway  Company's  Standard  Motor 


ELECTRIC 


TRACTION. 


37 


regulated  by  a  rheostat  of  a  peculiar  type,  consist-  by  the  Short  Electric  Railway  Co.,  of  Cleveland,  O. 
ing  of  numerous  spools  of  sheet  iron  wound  like  a  The  electrical  features  of  this  motor  are  essen- 


Fig.  85. — Truck  Equipped  with  the  Short  “Standard"  Motors. 


roll  of  ribbon.  The  gears  are  encased  and  run  in 
oil.  Fig.  95  shows  a  truck  fully  equipped  for  ser¬ 
vice  with  the  above  described  motor, 


tially  the  same  as  those  of  the  “  Standard  ”  motor 
manufactured  by  the  same  company,  but,  by  a 
peculiar  method  of  mounting,  all  gears  are  elimi- 


Fig.  86.— Detroit  Electric  Works’  Motor  and  Truck. 


A  radical  change  from  the  types  of  motors  pre-  nated  and  the  speed  of  the  armature  is  reduced  to 
viously  described  is  shown  in  Figs.  96  and  97.  This  that  of  the  car  wheel,  which  is,  usually,  not  more 
is  known  as  the  gearless  motor  and  was  introduced  than  100  to  150  revolutions  per  minute. 


33 


STREET  RAILWAYS. 


By  reference  to  Figs.  96  and  97,  it  will  be  seen 
that  the  armature  and  commutator  are  mounted  on 
a  hollow  steel  shaft,  which  surrounds  the  axle  of  the 
car  wheel. 

The  brushes 
in  the  eight 
pole  machine 
are  placed 
ninety  de- 
g  r  e  e  s  apart. 

The  hollow 
shaft  being 
larger  than 
the  axle,  there 
is  left  an  air 
space  of  an 
inch  or  more 
between  the 
axle  and  the 
inside  of  the 
shaft.  The 


Fig.  87. — Thomson-Houston  S.  R.  G.  Motor. 


journal  bearings  of  the  armature  shafc  are  formed 
in  casings,  to  the  sides  of  which  the  field  magnets 
are  bolted.  The  casings  are  supported  by  cast  iron 


truck  frame.  A  three  armed  casting  called  a 
“spider”  is  keyed  to  the  hollow  armature  shaft 
just  outside  the  bearings,  by  means  of  which  power 

is  transmitted 
to  the  car 
wheels,  the 
arms  of  the 
spider  being 
provided  a  t 
their  ends 
with  rubber 
cushions 
which  rest 
against  lugs 
cast  in  the 
face  of  the 
car  wheels. 
The  power  is 
trans  mitted 
without 
shock  or  jar, 
and  the  wheels  turn  in  the  same  direction  as  the 
armature. 

The  motors  are  so  mounted  that  the  opposite 


Fig.  88.— Dissected  S.  R,  G.  Motor. 

arms  of  peculiar  shape,  extending  forward  and  diagonal  wheels  drive  in  the  same  direction,  so  that 
backward,  which  at  their  ends  are  cushioned  upon  the  rubber  cushions  are  constantly  held  in  contact 
channel  bars  extending  from  side  io  side  of  the  with  the  lugs  of  the  car  wheels  and  insure  easy 


ELECTRIC  TRACTION. 


39 


starting  in  either  direction.  The  construction  of  the 
casing  admits  of  its  being  readily  opened  for  in¬ 
spection,  and  when  necessary  to  make  repairs  the 
lower  half  may  be  removed,  the  car  body  jacked 


Fig.  89. — Dust  Pan  and  Oil  Tight  Casing  of 

up,  the  armature  and  axle  rolled  out,  and  another 
equipment  put  in  its  place  with  the  shortest  possi¬ 
ble  delay.  The  bobbins,  in  case  of  a  burn-out,  can 
be  re-wound  in  a  few  hours  without  taking  the 
motor  apart  or  off  the  car  axle 
(Fig-  99-) 

Some  of  the  advantages  claimed 
for  this  motor  are  as  follows  :  In 
the  method  of  mounting  the  weight 
of  both  motors  is  distributed  over 
the  entire  truck,  and  no  part  of  the 
weight  is  carried  directly  on  the 
car  axle.  Being  flexibly  suspended, 
the  motors  can  play  up  and  down 
without  coming  in  contact  with 
the  axle  ;  hence,  it  is  easier  upon 
the  rails  and  joints  than  when  hung 
in  the  ordinary  manner,  and  the 
crystallization  of  frames,  axles  and  wheels  is  avoid¬ 
ed.  The  absence  of  gears  reduces  to  a  minimum 
the  power  necessary  to  propel  a  loaded  car,  and 
eliminates  the  noise.  The  low  speed  also  avoids 
the  squealing  of  commutator  brushes.  The  com¬ 


mercial  efficiency  of  the  motor  is  increased  about 
twenty-five  per  cent,  above  that  of  the  “Standard,” 
and  the  cost  for  repairs  and  maintenance  is  re¬ 
duced  about  seventy-five  per  cent.  An  improved 

single  reduction  motor  for 
street  car  service  worthy 
of  mention  is  that  made 
by  the  Edison  General 
Electric  Co.,  and  illus¬ 
trated  in  Figs. 100  and  101. 

The  motor,  as  will  be 
seen,  is  of  the  iron  clad 
type  with  two  poles,  and 
the  frame,  which  is  of 
cast  iron,  is  constructed 
in  two  halves,  which  ar¬ 
rangement  facilitates  the 
removal  of  the  armature 
for  examination  or  re¬ 
pairs.  The  armature  is 
of  the  Gramme  ring  type 
S.  R.  G.  Motor.  with  Paccinotti  teeth. 

The  two  field  spools  are  each  wound  in  three  sec¬ 
tions,  and  the  speed  is  regulated  by  a  commutation 
of  the  sections,  an  arrangement  peculiar  to  the 
Edison  system,  and  which  has  been  previously 


Fig.  90. — Westinghouse  Four  Pole  Motor. 

described.  Among  other  advantages,  this  arrange¬ 
ment  provides  that  the  car  may  be  started  with  the 
lowest  possible  waste  of  power,  as  the  initial  torque 
in  the  armature  is  greatly  increased,  having  a 
strong  field  due  to  the  first  commutation.  The 


40 


STREET  RAILWAYS. 


speed  of  the  armature  In 
the  twenty  H.  P.  motor  is 
440  revolutions  per  min¬ 
ute,  and  according  to  the 
gearing  employed  gives 
a  heavdy  loaded  car  a 
speed  of  from  eight  to  ten 
miles  per  hour.  With  an 
ordinary  load  the  speed  is 
from  twelve  and  a  half  to 
eighteen  miles. 

The  motors  are  manu¬ 
factured  in  two  sizes,  rated 
at  twenty  and  thirty  H.  P. 

Other  sizes,  suitable  for 
narrow  gauge  roads  and 
other  peculiar  conditions 
that  are  sometimes  met 
with  in  street  railway  prac-  Fig.  91* — Side  View  of  Westinghouse  Motor  and  Transparent  View  of  Fields 

tice,  are  also  made.  The  twenty  H.  P  size  meas-  a  half  inches,  and  weighs  complete  with  gears, 
ures  over  all  (along  armature  shaft)  thirty-eight  and  covers,  etc.,  1,950  lbs.  The  thirty  H.  P.  motor, 

which  is  similar  to  the  above,  has  an  armature 
speed  of  330  revolutions  per  minute,  and  measures 
over  all  forty-one  and  one-sixteenth  inches,  and 
weighs  complete  2,800  lbs. 

Fig.  102  illustrates  an  electric  locomotive  de¬ 
signed  for  towing  one  or  more  cars.  This  particular 
machine  was  designed  for  freight  service,  but,  in  a 
modified  form,  is  adapted  to  street  car  work.  The 
motor  is  of  the  “C”  type,  manufactured  by  the 
Thomson-Houston  Electric.  Co.,  and  transmits  its 
power  to  the  rear  axle  by  means  of  double  reduction 
gear,  the  drivers  being  coupled  by  parallel  rods. 

The  pinions  are  of  aluminum  bronze 
and  the  gears  of  wrought  metal,  and 
run  in  oil  tight  casings.  Two  rheostats 
are  employed,  and  so  arranged  that 
no  reversing  switch  is  required.  The 
motor  is  thoroughly  waterproof,  the 
fields  being  enclosed  in  canvas  cases 
coated  with  mineral  paint.  The  object 
of  using  an  electric  locomotive  is  to 
save  the  expense  of  providing  an 
electrical  equipment  for  both  open 

Fig.  92. — Framing  and  Field  Castings — Westinghouse  Motor.  and  closed  cars. 


ELECTRIC  TRACTION. 


41 


STORAGE  BATTERIES. 

This  term  and  that  of  accumulators  or  secondary- 
batteries  has  been  applied  to  a  class  of  chemical  bat - 
teries  in  which  chemical  action,  primarily  induced 
by  the  application  of  a  current  of  electricity,  sup¬ 


plied  from  a  primary  battery  or  from  a  dynamo, 
enables  a  strong  current  to  be  given  back  any 
time  after  cutting  off  the  charging  current.  This 
derived  current  is  the  product  of  a  certain  chemi¬ 
cal  re-action  taking  place  between  the  materials  of 
which  the  battery  is  composed.  In  our  previous 
study  we  have  seen 
how  an  electric 
current  is  mechani¬ 
cally  produced, 
transmitted  and 
applied  to  the 
movement  of  the 
cars.  We  have  now 
to  learn  about  the 
chemical  produc¬ 
tion  of  a  current 
and  how  it  is  ap¬ 
plied  to  the  move¬ 
ment  of  cars  by  placing  the  batteries  directly  upon 
them,  making  a  self  contained  motor  car,  which  is 
a  very  desirable  method  of  traction. 

In  order  to  understand  the  action  of  storage  bat¬ 
teries  it  will  be  necessary  to  study  briefly  the  old 
time  chemical  battery. 

As  is  well  known,  chemical  batteries  were  the 


first  sources  of  continuous  electric  currents,  and  of 
these  the  simplest  form  and  best  known  are  those 
in  which  a  plate  of  zinc  and  a  plate  of  copper  are 
immersed  in  a  vessel  containing  dilute  sulphuric 
acid.  Such  an  arrangement  is  called  a  galvanic 
cell  or  element.  (Fig.  103.)  The  circuit  is 
said  to  be  closed  when  the  wires  attached 
to  the  plates  touch  each  other,  and  open 
when  the  wires  do  not  touch  each  other. 
When  the  circuit  is  closed  a  current  of 
electricity  flows  through  it.  Apparently, 
the  positive  current  flows,  in  the  cell,  from 
the  zinc  through  the  fluid  to  the  copper, 
but  out  of  the  cell  it  flows  from  the  copper 
to  the  zinc,  thus  completing  the  circuit. 
The  current  is  produced  by  the  consump¬ 
tion,  or  eating  up,  of  the  zinc  by  the  acid, 
the  copper  plate  being  but  slightly  af¬ 
fected. 

When  several  galvanic  elements  are  connected 
together,  in  the  manner  shown  in  Fig.  104,  they 
form  a  galvanic  battery,  and,  as  indicated  by  the 
arrows,  the  current  from  the  first  zinc  passes 
through  the  first  liquid  to  the  copper  of  the  first 
element  and  on  to  the  zinc  of  the  second  element 


Then  element  No.  2  sends  what  it  has  received  and 
its  own  on  to  No.  3,  so  that  the  pressure  of  current, 
sent  forward  increases  with  the  number  of  elements, 
and  in  the  battery  shown,  where  the  elements  are 
connected  in  series,  it  is  fives  times  as  great  as  it 
would  be  with  only  one  element.  Batteries  con¬ 
sisting  of  two  different  metals  and  a  liquid  are  not 


Fig.  94. — Dissected  Baxter  Motor. 


4 


STREET  RAILWAYS 


very  efficient,  however,  owing  to  the  rapid  decom¬ 
position  of  the  liquid  by  the  current,  and  because 
of  the  oxidization  of  the  zinc,  and  also  from  the 
fact  that  the  surface  of  the  copper  plate  soon 
becomes  covered  with  a  layer  of  hydrogen  gas, 
causing  a  current  counter  to  that  generated  by  the 
two  metals  and  the  liquid.  To  prevent  rapid 
deterioration  and  to  add  to  the  life  of  the  battery, 
various  means  have  been  proposed.  One  is  the 


not  collect  on  the  copper  plate,  but  pass  through 
the  pores  of  the  porcelain  cup  and  replace  copper 
in  the  solution.  The  result  is  that  pure  copper 
instead  of  hydrogen  is  deposited  on  the  copper 
plate.  This  type  of  primary  battery  is  used  exten¬ 
sively  in  telegraphy,  also  for  call  bells  and  signal¬ 
ing  purposes,  but  is  too  expensive  to  be  practically 
applied  to  power  purposes. 

Now,  we  have  seen  that  the  primary  battery  is 


Fig.  95. — Truck  Equipped  with  Baxter  Motor. 


use  of  amalgamated  zinc,  or  zinc  covered  with 
mercury.  This  prevents  the  too  rapid  oxidization 
of  the  metal;  another  is  to  form  the  element  with 
an  inner  and  an  outer  cell  separated  by  a  porous 
partition  made  of  unglazed  porous  porcelain.  The 
amalgamated  zinc  is  placed  in  the  outer  cell  con¬ 
taining  dilute  sulphuric  acid,  and  the  copper  is  in 
the  inner  cell  containing  a  saturated  solution  of 
copper  sulphate  or  blue  vitriol,  as  illustrated  in 
Fig.  105;  or  the  relation  may  be  reversed.  With 
this  construction  the  freed  atoms  of  hydrogen  do 


formed  by  placing  two  dissimilar  metals  in  a  liquid 
and  connecting  them  with  a  conductor  outside  of 
the  liquid.  If  two  pieces  of  the  same  metal  be  used 
no  action  will  take  place  ;  but,  strange  as  it  may 
seem,  a  secondary  battery  is  usually  formed  by 
using  two  plates  of  the  same  metal.  The  simplest 
storage  cell  for  a  secondary  battery  consists  of  two 
plates  of  lead  immersed  in  dilute  sulphuric  acid, 
and  chemical  action  is  induced  by  causing  an  elec¬ 
tric  current  from  a  dynamo  to  pass  through  the 
liquid  from  one  lead  plate  to  the  other.  This 


ELECTRIC  TRACTION. 


43 


application  of  the  current  to  the  cell  is  termed 
charging,  and  it  effects  the  decomposition  of  the 
liquid,  or  electrolyte  as  it  is  called,  and  positive 
and  negative  radicals  are  deposited  on  the  plates, 
or  unite  with  them,  so  that,  on  the  cessation  of  the 


charging  current,  there  remains  a  cell  capable  of 
generating  an  electric  current.  If,  now,  the  charged 
plates  be  connected  with  a  conductor  outside  the 
liquid,  a  current  is  produced  which  flows  through 
the  liquid  in  the  opposite  direction  to  that  of  the 
charging  current.  On  the  passage  of  the  charging 
current  the  positive  plate  is  found  to  be  covered 
with  lead  peroxide  and  the  negative  plate  with  finely 
divided  spongy  lead.  To  produce  the  discharging 
current  the  peroxide  gives  up  its  oxygen  to  the 
spongy  lead  ;  and  after  the  discharge  the  active 
matter  in  both  plates  is  found  to  contain  lead 
sulphate.  When  this  change  is  thoroughly  effected 
the  cell  becomes  inert  and  will  furnish  no  further 
current  until  again  charged  by  the  passage  of 
the  current  from  some  external  source.  In  order 
to  increase  the  capacity  of  the  storage  cells,  and 
thus  prolong  the  time  of  their  discharge,  the  coat¬ 
ing  of  lead  sulphate  left  on  each  of  the  plates  when 
neutral  is  made  as  great  as  possible.  To  effect 
this,  two  processes  called  forming  the  plates  are 
employed;  one  consists  in  first  charging  the  plates 
as  already  described,  and  then  reversing  the  direc¬ 
tion  of  the  charging  current.  This  is  repeated 


until  a  considerable  depth  of  the  lead  in  the  plates 
has  been  acted  upon;  but  this  process  takes  time, 
and  in  order  to  shorten  the  time  for  for?ningy 
another  process  has  been  resorted  to  which  consists 
of  covering  the  plates  with  red  lead,  and  by  this 
means  their  capacity  is  very 
much  increased. 

From  the  above  it  will  be  seen 
that  a  storage  battery  does  not 
store  electricity,  but  does  store 
such  materials  as  may  be  decom¬ 
posed  by  the  action  of  the  charg¬ 
ing  current,  and  which  will  pro¬ 
duce  a  current  of  their  own  on 
the  removal  of  the  charging  cur¬ 
rent.  A  general  distinction  be¬ 
tween  primary  and  secondary 
batteries  and  that  which  gives 
value  to  the  latter,  lies  in  the 
fact  that,  in  the  former,  the  cur¬ 
rent  is  produced  by  the  con¬ 
sumption  of  one  or  both  of  the  elements  composing 
the  cell;  while,  in  the  latter,  the  elements  retain 
their  form  as  such,  and  merely  pass  from  one  state 
of  combination  to  another. 

Many  electricians  have  made  a  study  of  this  sub¬ 
ject,  and  have  endeavored  to  improve  secondary 
batteries  in  different  ways,  the  first  object  being  to 
enlarge  the  surface  of  the  two  leaden  plates  ;  the 
second  to  so  apply  the  red  lead  or  active  material  to 
the  plates  that  it  shall  not  fall  off ;  and  the  third 
to  find  some  other  metal  that  can  be  used  instead 
of  lead,  in  order  to  reduce  the  weight  of  the 
battery. 

In  one  class  of  batteries  the  lead  plates  are  in  the 
form  of  a  grid,  and  are  simply  thin  castings  of  lead 
having  a  large  number  of  holes  in  them,  as  shown 
in  Fig.  106.  The  holes  are  made  tapering  from  each 
surface  to  the  centre  of  the  plate,  so  that  when  the 
red  lead,  used  in  the  form  of  a  dry  powder  or 
paste,  is  pressed  in,  it  becomes  a  plug  and  is  not  lia¬ 
ble  to  fall  out,  even  though  it  should  contract  slightly 
after  a  certain  period  of  use. 

The  grids  or  plates  are  not  necessarily  lead  cast¬ 
ings,  but  are  preferably  made  by  machinery.  Ma- 


Fig.  97. — Short  Gearllss  Motor. 


Fig  98.— Short  "  Water  Tight  ”  Single  Reduction  Motor. 


ELECTRIC  TRACTION. 


45 


chines  have  been  devised  which  press  or  stamp  out 
the  plates  very  rapidly,  the  metal  first  being  heated 


till  it  becomes  plastic  and  about  the  consistency  of 
putty.  The  machine  made  grids  are  lighter,  much 
more  durable  and  less  likely  to  contain  blow  holes 
than  those  formed  by  casting. 

In  order  to  get  as  great  a  surface  as  possible  in 
contact  with  the  liquid  or  elec¬ 
trolyte,  it  is  customary  to  arrange 
alternately  in  a  glass  cell  or  a  case 
made  of  vulcanized  rubber,  a  cer¬ 
tain  number  of  plates,  placed  close 
together  without  touching.  For 
instance,  there  can  be  put  together 
ten  negative  and  nine  positive 
plates  in  one  cell,  the  plates  being 
separated  by  rubber  bands  or 
strips  of  vulcanized  rubber  about 
an  eighth  of  an  inch  thick.  Such 
an  arrangement  of  cell  and  plates 
is  termed  an  element  (Fig.  107)  and 
when  a  number  of  elements  are 
connected,  either  in  series  or  paral¬ 
lel,  they  form  a  secondary  battery. 

Another  form  is  shown  in  Fig. 

108.  In  this  particular  system 
the  grids  are  about  six  inches  square  and  one- 
eighth  of  an  inch  thick,  and  are  composed  of 


an  alloy  of  lead  (ninety-five  per  cent.),  antimony 
and  mercury.  The  cavities  of  one  plate  are  plugged 

with  litharge  and  those  of  the 
other  plate  with  minium,  or 
red  lead.  This  material  is 
termed  the  active  matter,  and 
is  applied  mechanically  to  the 
grids,  or  supporting  plates, 
which  act  simply  as  conduc¬ 
tors.  On  being  placed  in  the 
electrolyte,  the  litharge,  by 
the  action  of  the  charging 
current,  is  converted  into  re¬ 
duced  or  spongy  lead  and  be¬ 
comes  a  negative  plate,  and 
the  red  lead  is  converted  into 
lead  peroxide  and  becomes 
the  positive  plate  of  the  com¬ 
pleted  element. 

The  positive  plates  are  also  made  by  pressing  a 
number  of  sheets  of  lead-foil,  covered  with  graphite, 
between  two  plates  of  sheet  lead,  which  are  then  per¬ 
forated  and  bound  together  with  lead  rivets  placed 
about  an  inch  apart  (Fig.  109).  The  electrolyte  is 


an  acid  solution  of  zinc  sulphate,  and  the  plates  are 
rendered  active  by  the  process  employed  with  plain 


Fig.  ioo. — Edison  Twenty  H.  P.  Improved  Single  Reduction  Motor. 


Fig.  ioi. — Edison  Twenty  H.  P.  Improved  Single  Reduction  Motor. 


46 


STREET  RAILWAYS. 


lead  plates.  By  this  treatment  the  leadfoil  is 
changed  into  an  active  material,  and,  from  the  con¬ 
struction,  a  very  large  surface  is  presented  for  the 
action  of  the  acid.  The  negative  plate,  tor  use  with 
the  above,  is  made  of  zinc  about  an  eighth  of  an 
inch  thick  and  is  perforated  with  large  holes,  as 
shown  in  Fig.  no.  In  the  construction  of  the  cell 
the  zinc  plate  rests  on  a  plate  of  copper,  perforated 
to  match  the  holes  in  the  zinc  plate,  and  all  the 


plates  are  arranged  horizontally,  like  shelves,  one 
above  the  other.  The  copper  plate  acts  only  as  a 
conductor,  and  the  zinc  plate,  it  is  claimed,  does 
not  waste  away,  the  chemical  changes  restoring  it 
to  its  pure  condition.  It  will  be  observed  that  each 
plate  has  a  notch  at  one  corner;  this  is  to  provide 
space  for  the  conductor  which  connects  all  the  plates 
of  the  same  polarity  in  a  cell  together. 

The  operation  of  charging  storage  batteries  from 
dynamos  requires  two  to  six  hours.  Care  must  be 
taken  to  have  the  batteries  rightly  “  poled"  with 
the  dynamo,  /.  e.,  to  connect  positive  to  positive  and 


negative  to  negative  poles.  Otherwise  the  battery 
will  continue  to  discharge  instead  of  being  charged. 
The  same  thing  also  occurs  even  when  properly 
“poled,"  if  the  potential  of  the  dynamo  is  allowed 
to  fall  below  the  total  potential  of  the  battery  cells. 
When  discharged  to  the  proper  limit,  a  lead 
storage  battery  has  a  potential  of  about  1.8  volts  per 
cell.  This  is  independent  of  the  size  or  form  of 
cells,  which  latter  affect  only  the  internal  resistance 


of  the  cell.  When  fully  charged  the  potential  per 
cell  may  reach  2.15  volts,  or  as  high  as  2.4  volts 
should  the  circuit  be  suddenly  broken.  Hence,  a 
battery  of  xoo  cells  would,  when  discharged,  exert  a 
counter  potential  of  about  180  volts,  and  when 
fully  charged  about  215  volts,  against  the  charging 
dynamo.  The  charging  dynamo  must  always  give 
a  potential  sufficient  to  overcome  this  back  press¬ 
ure  or  “counter  electro-motive  force,”  and  besides, 
it  must  give  enough  additional  potential  to  over¬ 
come  all  other  resistances  of  the  battery  cells  and 
connections. 


ELECTRIC  TRACTION 


47 


Fig.  104. — Galvanic  Battery. 


Fig.  105. — Porous  Cup — Galvanic 
Battery. 


Fig,  107.— Storage  Battery,  Cell  and  Case. 


Fig.  108. — Single  Element  Storage  Battery. 


48 


STREET  RAILWAYS. 


When  only  one  set  of  batteries  is  charged,  the 
potential  of  the  dynamo  is  itself  suitably  varied  to 
give  the  proper  charging  current.  When  two  or 
more  sets  are  to  be  charged  simultaneously  the  po¬ 


tential  of  the  dynamo  is  raised  to  the  highest  point 
ever  likely  to  be  required,  allowing  sometimes  as 
much  as  2.4  volts  per  cell  connected  in  series.  A 
resistance  coil  is  then  put  into  circuit  with  each  set 
of  batteries.  At  the  beginning  of  the  charge  the 
resistance  is  greater,  so  as  to  reduce  the  charging 
Current  to  the  proper  value.  As  the  “  back  pres¬ 
sure,”  or  “  potential,”  of  the  battery  rises,  in  con¬ 
sequence  of  the  charge,  the  current  becomes  re¬ 
duced,  and  some  resistance  must  be  taken  out  of 
circuit  to  bring  the  charging  current  to  the  proper 
value  again.  It  is  found  that  batteries  can  stand  a 
heavier  charging  rate  at  the  beginning  than  toward 
the  close  of  the  operation.  An  excessive  rate  is  al¬ 
ways  indicated  by  the  “  boiling  ”  of  the  cells,  in 
consequence  of  the  rapid  evolution  of  gas.  When 
the  charging  has  proceeded  sufficiently  long  the 
“  boiling  ”  occurs  even  with  a  weak  charging  cur¬ 
rent.  The  cells  are  then  said  to  be  “full.”  The 
rise  of  counter  electro-motive  force  is  also  used  as 
an  indication  of  the  extent  of  charge,  especially 
when  the  cells  are  sealed,  and  the  evolution  of  gas 
cannot  be  so  easily  observed. 

The  electro-motive  force  of  an  ordinary  lead  cell 
is  between  two  and  two  and  a  half  volts,  and  the 
weight  of  the  average  lead  accumulator  is  about 
100  lbs.  per  H.  P.  hour  stored.  On  account  of  their 
excessive  weight  other  types  of  batteries  have 


been  devised,  one  of  which,  known  as  the  alkaline 
accumulator,  employs  copper  and  zinc  as  the 
metallic  elements,  while  the  electrolyte  is  caustic 
potash.  In  a  modified  type  of  this  battery  the  cop¬ 
per  electrode  is  made  with  a  dense  copper  coil  sur¬ 
rounded  by  porous  copper,  and  inclosed  in  a  textile 
covering,  while  the  other  electrode  is  of  iron  which 
forms  the  walls  of  the  cell  itself,  or  retaining  vessel, 
and  becomes  part  of  the  negative  pole.  The  elec¬ 
trolyte  becomes  potassium  zincate.  This  battery 
weighs  about  fifty-five  or  sixty  pounds  per  horse 
power  hour  stored,  and  is  claimed  to  have  an 
efficiency  about  equal  to  that  of  lead  batteries.  The 
former,  however,  are  more  generally  employed. 

The  deterioration  of  lead  storage  batteries  occurs 
from  both  chemical  and  mechanical  action.  The 
chemical  reaction  not  being  complete,  the  active 
material  disintegrates,  and  the  swelling  of  the 
plugs  or  plates  of  the  active  material  causes  the 
positive  plates  to  buckle  or  warp,  producing  a  short 
circuit;  and  this  tendency  is  increased  by  any  at- 


Fig.  iio. — Copper  Shelf  for  Supporting  Grid. 


tempt  to  force  the  output  of  the  battery  in  order  to 
meet  the  demands  of  grades  or  heavy  loads.  The 
life  of  the  ordinary  battery,  if  well  made,  is  about 
six  months,  depending,  of  course,  on  the  service  re¬ 
quired  of  it  and  the  care  it  receives. 


ELECTRIC  TRACTION. 


49 


In  the  application  of  secondary  batteries  to  the  require  the  use  of  batteries  having  a  larger  capacity 
propulsion  of  street  cars,  the  cells  are  usually  and,  consequently,  more  weight, 
arranged  in  trays,  and  these  are  placed  upon  the  The  arrangement  of  the  wires  and  connections  in 


Fig.  iii. — Storage  Car,  with  Batteries  in  Place. 


car  by  pushing  them  from  the  outside  through  the  the  car  is  such  that,  when  the  batteries  are  in  place, 
open  panels  under  the  seats,  as  in  Fig.  hi,  or  these  automatic  connections  are  made  with  the  circuit 
batteries  may  be  introduced  from  the  end  of  the  leading  to  the  regulating  switch  and  motors.  Any 
car,  an  opening  being  provided  in  the  end  panel  of  the  well  known  types  of  motors  may  be  used  with 
and  also  in  the  dash.  Lead  batteries  for  a  sixteen-  the  secondary  batteries,  and  the  same  methods 


foot  car  to  be  operated  on  a  road  with  no  long  of  regulation  may  be  employed  as  when  using  the 
grade  exceeding  five  per  cent.,  usually  weigh,  with  direct  current.  It  is  customary,  however,  to  regu- 
the  containing  trays,  3,800  lbs.  Very  long  grades  late  the  flow  of  the  current  by  changing  the  group- 

or  grades  steeper  than  five  feet  in  one  hundred,  will  ing  of  the  batteries.  In  one  system  the  108  cells 

7 


5° 


STREET  RAILWAYS. 


used  are  coupled  in  four  groups,  which  allows 
for  four  different  speeds.  Fig.  112  shows  the 
method  of  arranging  the  wires  for  a  certain  group¬ 
ing  of  batteries.  All  the  wires  of  the  various  group¬ 
ings  are  connected  to  the  switch  stands,  by  means 
of  which,  from  either  end  of  the  car,  the  various 


tions  ot  the  armatures  will  indicate  the  propulsion 
of  the  car  toward  the  right,  i.  e.,  the  car  is  pro¬ 
pelled  forward  from  either  end. 

Besides  grouping  the  batteries  as  explained  above, 
the  motor  may  be  regulated  by  utilizing  the  current 
of  one  group  by  itself  for  energizing  the  field  mag- 


Fig,  i  14.— Carbon  Points— 
Arc  Light. 


Fig.  1 13. — Electric  Arc 
Light. 


Fig.  1 1 5. — Double  Carbon 
Arc  Light. 


groupings  are  coupled  in  and  the  speed  and  direc¬ 
tion  of  the  car  are  regulated. 

By  tracing  the  path  of  the  current  over  the  full 
lines  from  the  left  hand  regulator  the  revolutions 
of  the  armatures  will  propel  the  car  to  the  left. 
From  the  right  hand  regulator  trace  or  follow  the 
dotted  lines  until  they  meet  the  full  lines  leading 
to  either  the  batteries  or  motors,  and  the  revolu¬ 


nets.  In  this  case  the  motor  may  be  employed  as 
a  brake  for  checking  the  speed  of  the  car,  and  on 
down  grades  may  be  operated  as  a  dynamo  and 
made  to  restore  energy  to  the  batteries. 

In  the  operation  of  street  cars  by  storage  bat¬ 
teries  it  is  necessary  to  provide  two  sets  of  batteries, 
so  that  one  set  can  be  charged  while  the  other  is 
in  service,  and  in  addition  to  the  usual  equipment 


ELECTRIC  TRACTION. 


5-i 


of  generating  machinery  and  batteries,  a  shifting 
device  should  be  provided  to  facilitate  the  placing 
of  the  batteries  upon  the  car  and  their  removal 
therefrom. 

ELECTRIC  LIGHTING. 

The  practice  of  lighting  electric  power  stations 
and  cars  by  electricity  having  become  general,  it  is 
highly  necessary  that  enployes  should  be  familiar 
with  the  principles  and  mechanical  details  of  this 
branch  of  the  service. 


trodes.  Now,  if  these  electrodes  be  brought  in 
contact  for  a  moment  and  then  drawn  apart  to  a 
short  distance,  a  kind  of  electric  flame  called  the 
voltaic  arc  is  produced  between  the  carbon  rods, 
and  a  brilliant  light  is  emitted  by  their  white  hot 
points.  The  arc  is  called  “  voltaic  ”  because  it  was 
first  obtained  by  the  use  of  a  battery  invented  by 
Volta;  and  from  the  bow  or  curve  shape  of  the  flame 
between  the  carbons,  when  in  a  horizontal  position, 
the  term  “  arc,”  which  is  French  for  bow,  has  come. 


Fig.  116. — Standard  Incandes¬ 
cent  Lamp. 


Fig.  i  i  7. — Incandescent  Lamps. 


Fig.  118. — Graphic  Illustration  of  Potential. 


To  produce  electric  light,  electric  energy  has  to 
be  converted  into  heat,  and  this  is  accomplished 
by  introducing  into  a  circuit,  at  suitable  intervals, 
conductors  offering  a  high  resistance  to  the  pass¬ 
age  of  the  current.  There  are  two  methods  of 
arranging  the  resisting  medium,  and  the  lights 
thus  produced  thereby  have  given  their  names  to 
the  two  general  classes  of  electric  lamps,  “  arc  ” 
and  “  incandescent.” 

The  arc  lamp,  Fig.  113,  is  formed  by  breaking  the 
circuit  and  attaching  to  the  terminal  wires  carbon 
rods  or  pencils  of  small  cross  section  called  elec- 


As  the  electrodes  are  consumed  carbon  vapor  is 
formed,  which,  being  a  partial  conductor,  allows 
the  current  to  continue  to  flow  across  the  gap,  pro¬ 
vided  it  be  not  too  wide;  but  as  this  vapor  has  a 
very  high  resistance  it,  as  well  as  the  carbon  points, 
becomes  intensely  heated  by  the  passage  of  the 
current.  It  is  noticeable  in  Fig.  114  that  as  a  result 
of  the  heat  and  current  a  cavity  or  tiny  crater  is 
formed  in  the  end  of  the  positive  carbon,  and  that 
the  end  of  the  negative  carbon  becomes  pointed 
from  a  deposit  of  particles  torn  away  from  the 
other.  The  rounded  masses  or  globules  that 


52 


STREET  RAILWAYS. 


appear  on  the  surface  of  the  electrodes  are  due  to 
deposits  of  molten  foreign  matters  contained  in  the 
carbon. 

To  prevent  the  gap  between  the  carbons  from 
becoming  too  wide,  arc  lamps  are  constructed  with 
a  mechanism  which  automatically  feeds  one  or 
both  of  the  pencils  into  the  arc  as  fast  as  they  are 
consumed,  and  also  serves  to  bring  them  together 
for  an  instant  to  start  the  arc  again  if  by  any 
chance  it  should  go  out.  A  great  many  devices 
have  been  invented  to  accomplish  these  results, 
but  among  them  all  one  of  the  most  simple  is  a 


are  usually  in  contact  with  one  another.  In  addi¬ 
tion  to  the  regulating  mechanism,  arc  lamps,  which 
are  usually  placed  in  series  in  a  circuit,  are  pro¬ 
vided  with  a  safety  device  operated  in  much  the 
same  manner  by  a  magnet  which  automatically 
provides  a  path  for  the  current  around  a  lamp,  in 
case  it  should  get  out  of  order,  and  thus  prevents 
the  failure  of  the  other  lamps. 

Carbons  for  arc  lamps  are  generally  made  of 
powdered  coke  mixed  into  a  stiff  dough  and  then 
moulded  into  rods  by  hydraulic  pressure.  After 
drying  they  are  placed  in  crucibles  and,  being 


Fig.  119. — Hand  Resistance  Box. 


Fig.  121. — Ampere  Meter. 


lamp  where  the  carbons  are  placed  in  a  vertical 
position  one  above  the  other,  the  lower  one  remain¬ 
ing  fixed,  while  the  upper  or  positive  carbon  is 
placed  in  a  holder  which  is  held  up  by  a  clutch. 
The  clutch  is  operated  by  means  of  an  electro¬ 
magnet,  through  which  all  or  a  part  of  the  current 
passes,  so  that  in  case  the  lamp  goes  out  the  clutch 
is  released  and  the  carbon  falls  by  its  own  weight 
till  it  touches  the  lower  one.  Again  the  arc  is 
formed 'and  the  clutch  raises  the  carbon  to  the 
requisite  distance.  It  also  adjusts  the  carbons  as 
the  resistance  increases  by  the  burning  away  of  the 
electrodes. 

When  the  lamp  is  not  in  operation  the  carbons 


covered  with  powdered  plumbago,  are  subjected  to 
an  intense  heat  for  several  hours,  and  then  are 
copper  coated.  In  order  to  prolong  the  life  of  arc 
lamps  they  are  sometimes  constructed  with  two  or 
more  carbon  couples  so  arranged  as  to  be  brought 
alternately  into  the  current.  A  lamp  of  this  Kind 
is  shown  in  Fig.  115. 

The  incandescent  or  glow  lamp,  Fig.  116,  is  made 
by  introducing  into  the  circuit  a  filament  of  car¬ 
bonized  fibrous  material,  which  by  the  passage  of 
the  current  becomes  heated  to  luminosity,  but  is 
not  consumed  because  of  being  placed  inside  a 
glass  vessel  from  which  the  air  has  been  exhausted. 

The  filaments  are  usually  bent  into  the  form  of  a 


ELECTRIC  TRACTION. 


$3 


horseshoe  but  may  be  made  in  any  form.  The  ends 
of  the  carbon  strip  are  attached  to  platinum  wires 


a 

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CQ 

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which  pass  through  the  glass  walls  of  the  chamber 
and  are  fused  therein  by  melting  the  glass  around 
them.  To  prevent  the  platinum  wires  from  melting 


at  high  temperature  the  filaments  are  considerably 
thicker  at  the  end  connected  with  the  wire,  so  as  to 
offer  less  resistance  to  the  current. 
The  free  ends  of  the  platinum 
wires  are  connected  with  a  double 
metal  ring  forming  the  base,  and 
by  screwing  this  into  a  socket  con¬ 
nected  with  the  circuit  contact  is 
made  and  the  current  passes 
through  the  lamp.  A  key  is  also 
provided  for  each  lamp  or  for  a 
number  of  lamps,  by  means  of 
which  the  current  may  be  turned 
on  or  off.  Incandescent  lamps  for 
house  and  street  lighting  are  gen¬ 
erally  connected  to  the  circuit  in 
parallel  or  multiple  arc,  by  which 
arrangement,  as  explained  for  cars 
in  parallel,  only  a  portion  of  the 
main  current  passes  through  each 
lamp.  But  in  street  car  lighting  it 
is  necessary  to  connect  the  lamps 
in  series  and  to  place  a  certain 
number  on  each  car.  The  number 
depends  upon  the  voltage  of  the 
current  in  the  line  and  the  candle 
power  of  each  lamp.  Ordinarily 
five  lamps  are  used  on  each  car, 
and  the  necessity  of  such  an  ar¬ 
rangement  will  be  fully  explained 
below  as  we  study  the  value  of 
electric  terms. 

Incandescent  lamps  assume  a 
variety  of  forms,  as  shown  in  Fig. 
1 1 7.  The  position  of  lamps  in  the 
car,  the  switch  and  wire  connec¬ 
tions  were  shown  in  Fig.  81. 

The  light  emitted  by  an  incan¬ 
descent  lamp  varies,  according  to 
the  size,  from  two  to  fifty  candles. 
The  standard  candle  is  one  which 
burns  two  grains  of  spermaceti 
wax  per  minute.  Well  made  lamps  have  a  life  of 
several  thousand  hours  and  the  usual  market  price 
is  from  seventy-five  cents  to  one  dollar  each. 


Fig.  122.— Electric  Power  Station— Direct  Belting— Rochester,  N,  Y.,  Railway. 


ELECTRIC  TRACTION. 


55 


Fig.  124.— Railway  Power  Station  Employing  Counter  Shaft. 


mate  its  kind,  character  and  amount.  Electricity 
being-  a  comparatively  new  science,  new  units  and 
new  names  have  been  given  because  none  of  the 
existing  units,  such  as  feet,  pounds  and  gallons 
fitted  the  case.  The  following  practical  units  volt , 
ampere,  ohm  and  watt  are,  however,  based  on  cer¬ 
tain  abstract  units  derived  by  mathematical  reason¬ 
ing  from  the  fundamental  units,  length,  mass  and 
time.  Unfortunately  the  words  themselves  have 
no  meaning,  for  they  are  all  proper  names  anglic- 


The  ohm  is  the  unit  of  electric  resistance  in  the 
conductor,  and  resistance  is  that  which  tends  to 
stop  the  flow  of  electricity. 

The  watt  is  the  unit  by  which  to  express  the  rate 
at  which  electric  power  is  absorbed  or  developed 
in  an  electrical  system,  stated  in  terms  of  any  two 
of  the  preceding  units.  It  serves  as  a  means  of 
comparison  between  electrical  and  mechanical 
power. 

Thus,  to  measure  the  power  exerted  by  a  cur. 


Failure  may  result  either  from  the  disintegration 
or  rupture  of  the  carbon  filament,  or  because  the 
vacuum  of  the  lamp  chamber  is  not  perfect. 

ELECTRIC  TERMS  AND  UNITS. 

Every  system  of  measurement  is  based  upon 
some  experimental  fact  or  law.  We  can  only 
measure  an  electric  current  by  the  effects  it  pro¬ 
duces,  and  must  use  units  adapted  to  its  nature 
and  properties  in  order  to  weigh,  measure  and  esti- 


ized  and  given  in  honor  of  certain  scientists  who 
have  distinguished  themselves  by  their  researches 
in  the  field  of  electricity  or  steam. 

The  volt  is  the  unit  of  electro-motive  force,  writ¬ 
ten  E.  M.  F.  and  this  is  only  another  name  for  the 
force  which  drives  electricity  through  the  circuit 
and  is  sometimes  called  the  electric  pressure. 

The  a?npere  is  the  unit  of  current  and  measures 
the  rate  at  which  electrical  current  is  transmitted 
through  the  conductors  forming  the  circuit. 


STREET  RAILWAYS. 


rent  in  a  wire,  both  the  volts  of  electro-motive  force 
and  the  amperes  of  current  are  measured  and  the 
two  numbers  are  multiplied  together,  or  the  same 
result  may  be  obtained  by  multiplying  the  square 
of  the  current  in  amperes  by  the  resistance  in 
ohms.  The  product  is  the  same  in  either  case,  and 
gives  the  rate  of  doing  work  or  the  watts. 

It  has  been  found  by  calculation  that  a  watt  is 
equal  to  one  746th  part  of  a  horse  power.  Hence 
if  the  watts  developed  in  any  circuit  be  divided  by 
746  the  quotient  will  be  the  number  of  horse 
powers  to  which  it  is  equivalent.  This  does  not 
include  the  losses  which  occur  in  conversion  from 
electrical  to  mechanical  energy  or  conversely. 
These  must  be  determined  separately,  and  this  is 
usually  done  by  the  manufacturers  of  electric 
appliances  who  rate  the  efficiency  of  their  goods 
accordingly. 

In  connection  with  the  term  “  volts”  the  term 
potential  or  difference  of  potential  is  often  used. 
This  means  that  the  voltage,  or  in  other  words,  the 
number  of  volts  at  that  particular  place  is,  strictly 
speaking,  the  difference  between  the  highest  and 
lowest  points  of  the  circuit.  The  potential ,  the 
power  of  doing  electric  work,  as  well  as  the  other 
terms  used  can  be  best  understood  by  comparison 
with  the  case  of  a  liquid.  It  is  well  known  that  the 
ability  of  a  water  supply  to  do  work  depends  both 
on  the  quantity  of  water  and  also  on  the  level  or 
“head”  of  the  source  of  supply  as  compared  with 
some  other  level.  Take  the  case  of  a  water  power 
and  a  turbine  wheel,  where  there  are  a  thousand 
gallons  of  water  falling  per  given  time  from  the 
height  of  one  foot  on  the  wheel;  there  is  produced, 
it  is  assumed,  one  horse  power;  the  rate  of  flow 
symbolizes  amperes ;  it  might  be  called  a  thousand 
amperes,  and  the  height  from  which  it  falls  might 
be  called  a  volt,  that  is  for  pressure.  If,  now,  the 
one  gallon  of  water — or  one  ampere — be  placed  a 
thousand  feet  high,  it  will  then  have  a  thousand 
feet  fall,  or  a  thousand  volts,  and  instead  of  a 
thousand  amperes  or  a  thousand  gallons,  there  will 
be  only  one  gallon  or  one  ampere,  and  that  small 
amount  of  water— a  thousand  times  less — falling 
from  a  point  a  thousand  times  higher,  will  develop 


the  same  power  on  the  turbine.  The  height  from 
which  it  falls  represents  volts,  and  the  amount  of 
water  is  represented  by  amperes,  and  it  is  the  com¬ 
bination  of  the  two  that  produces  useful  work.  In 
like  manner  the  ability  of  electricity  to  do  useful 
work  depends  upon  the  quantity  and  on  the  differ- 
erence  of  potential  between  the  place  where  the 
electricity  is  produced  and  some  other  place  on  the 
circuit. 

The  same  and  other  analogies  between  liquids 
and  electricity  may  be  shown  by  the  accompanying 
diagram.  Fig.  118  shows  a  reservoir,  or  source  of 
water,  at  C,  communicating  with  the  horizontal  pipe, 
A  B,  furnished  with  open  vertical  tubes,  a  to  g,  and 
B.  If  the  outlet  at  B  were  closed  the  water  would 
stand  at  the  same  level  as  the  source  in  all  the 
tubes;  but  if  it  be  allowed  to  escape  freely  from  B, 
the  level  of  the  water  in  the  branch  pipes  will  be 
found  on  the  inclined  dotted  line  at  a'  to  g’ .  It 
will  be  noted  that  the  pressure  per  square  inch 
becomes  less  or  suffers  a  loss  of  head,  or  difference 
of  potential,  at  any  two  points  along  the  pipe,  but 
at  the  same  time  the  quantity  which  passes  at  any 
cross  section  of  the  pipe,  in  a  given  time,  is  the 
same.  That  is,  it  will  be  the  same  at  B  as  at  A. 
The  same  rule  holds  true  in  the  case  of  electricity; 
the  quantity — u  amperes” — flowing  through  any 
conductor  is  the  same  at  any  cross  section.  If,  how¬ 
ever,  the  pipe  conveying  water  should  be  opened 
at  A  the  flow  would  be  increased  in  proportion  to 
the  pressure  at  that  point.  It  is  very  plain  that  the 
loss  of  pressure  in  the  different  sections  of  the  pipe 
is  due  to  the  friction  of  the  liquid  against  the  inter¬ 
nal  walls  of  the  pipe  or  resistance  offered  by  the 
pipe,  which  in  the  case  of  electricity  is  measured 
by  “  ohms.” 

The  quantity  of  water  flowing  through  a  pipe 
during  a  given  time  will  be  increased  when  the 
pressure  is  increased,  or  under  the  same  pressure 
the  quantity  will  be  increased  by  substituting  a 
larger  pipe.  Similarly,  the  strength  of  the  electric 
current  under  a  given  pressure  depends  upon  the 
size  of  the  connecting  wires,  and  it  also  depends 
upon  the  material  of  which  the  wire  is  made. 

The  resistance  of  conductors  is  governed  by 


ELECTRIC  TRACTION. 


57 


three  laws:  First. —  The  resistance  of  a  conducting 
wire  is  proportional  to  its  length.  II  the  resistance  of  a 
mile  of  wire  be  thirteen  ohms,  that  of  twenty  miles 
will  be  twenty  times  thirteen  ohms,  or  260  ohms. 
Second. —  The  resistance  of  a  conducting  wire  is 
inversely*  proportional  to  the  area  of  its  cross  section , 
and,  therefore,  in  the  usual  round  wires,  is  inversely 
proportional  to  the  square  of  its  diameter.  A  wire  of 
twice  the  diameter  and  equal  length  would  have 
only  one-fourth  the  resistance,  or  would  conduct 
four  times  as  well.  A  wire  three  times  the  diam¬ 
eter  would  have  only  one-ninth  the  resistance  and 


The  resistance  of  most  metals  is  increased  by 
raising  the  temperature  ;  on  the  other  hand,  the 
resistance  of  carbon  is  diminished  by  heating. 

The  analogy  of  the  flow  of  water  in  a  pipe  does 
not  hold  in  all  cases  in  explaining  the  laws  of 
electricity.  Take  the  case  of  a  pipe  of  small  area 
connecting  two  larger  pipes;  the  quantity  of  water 
flowing  through  the  pipes  will  be  governed  by  the 
resistance  or  capacity  of  the  smaller  pipe.  In  the 
case  of  electricity,  however,  it  will  be  governed  by 
the  total  resistance  of  each  section,  or  the  resist¬ 
ance  of  the  entire  circuit. 


Boiler  Room.  Fig.  125. — Railway  Power  Station  Employing  Counter  Shaft. 


would  conduct  nine  times  as  well.  Third. —  The 


resistance  of  a  conducting  wire  of  given  length  and 
thickness  depends  upon  the  material  of  which  it  is  made 
— upon  the  specific  resistance  of  the  material. 

The  following  table  gives  the  relative  resistance 
and  conductivity  of  different  metals  in  ohms,  in  a 
wire  one  foot  long  weighing  one  grain,  silver  being 
taken  as  100. 


CONDUCTING  POWER 


SUBSTANCE 

Silver  100 

Copper  99.55 

Iron  16.81 

Lead  8.32 

German  silver 


RESISTANCE 

0.2421 
0.2  106 
1.2425 

3-236 

2.652 


*Inverse  means  contrary  or  opposite.  To  square  a  number 
multiply  it  by  itself. 


The  following  law,  which  may  be  used  as  a  rule 
in  determining  the  number  of  amperes  of  current 
in  a  circuit,  is  true  in  a  circuit  where  there  is  no 
counter  electro-motive  force  : 

The  number  of  amperes  of  current  flowing  through 
a  circuit  is  always  equal  to  the  number  of  volts  of 
electro-motive  force ,  divided  by  the  number  of  ohms  of 
resistance  in  the  entire  circuit ,  and  the  number  of  volts 
divided  by  the  number  of  amperes  gives  the  number  of 
ohms. 

The  voltage  or  pressure  in  a  circuit  may  be 
increased  by  driving  the  armature  of  the  generator 
faster. 

We  are  now  able  to  understand  why,  in  car 


58 


STREET  RAILWAYS 


lighting,  at  least  a  certain  number  of  lamps  must 
be  employed.  The  ordinary  sixteen  candle  power 
lamp  cannot  be  easiiy  built  to  be  operated  on  a 
potential  of  more  than  ioo  volts,  and  as  the  voltage 
for  operating  electric  roads  is  usually  500,  it  will 
require  five  ioo-volt  lamps  to  offer  sufficient  resist* 
ance  for  this  voltage.  A  large  number  of  smaller 
lamps  could  be  substituted,  provided  that  they  be 
so  grouped  that  the  total  amount  of  current  flow- 


passage  of  the  current  is  very  considerable  (from 
800  to  1.800  ohms),  and  it  may  be  compared  to  a 
pipe  100  ft.  long,  having  a  hole  through  it  as  small 
as  a  point  of  a  needle  Very  little  water  would 
pass  through  the  hole  without  great  pressure 

Like  the  water  fall,  a  thousand  gallons  might 
fall  from  a  height  of  one  foot  upon  a  person’s  head 
and  not  hurt  him,  but  one  gallon  falling  1,000  ft. 
would  have  sufficient  impact  to  kill. 


Fig.  126. — Power  Station  with  Cotton  Rope  Drive. 


ing  through  each  lamp  is  no  more  than  that  for 
which  it  was  constructed. 

We  may  consider  briefly  the  danger  element  in 
connection  with  the  operation  of  electric  roads 
No  matter  what  the  quantity  of  electricity  is,  the 
resistance  of  the  human  body  is  so  great  that  a 
person  could  not  receive  enough  current  to  kill 
him  unless  there  was  a  great  amount  of  pressure. 
It  requires  a  certain  amount  of  amperes  of  current 
to  pass  through  the  human  body  to  kill  a  person  ; 
but  the  resistance  of  the  human  body  to  the 


The  records  show  that  a  purely  continuous 
current  of  less  than  2,000  volts  pressure  has  never 
killed  a  human  being.  An  alternating  current, 
however,  is  more  dangerous,  and  people  have  been 
killed  with  alternating  currents  of  lower  voltage. 
But  as  the  alternating  current  is  not  used  for 
street  railway  purposes,  it  is  not  necessary  to 
consider  it  in  this  connection,  except  in  the  possi¬ 
bility  of  a  broken  electric  light  wire,  carrying  an 
alternating  current,  falling  across  a  trolley  wire,  in 
which  case  it  would  not  be  safe  to  receive  the 


1 


ELECTRIC  TRACTION. 


59 


current.  About  the  only  element  of  danger, 
besides  that  noted  above,  is  the  possibility  of  a 
person  making  contact  with  the  current  generated 
by  a  self-exciting  continuous-current  dynamo  just 
at  the  instant  that  the  field  magnets  were  dis¬ 
charged.  The  extra  current  thus  produced  might 
be  severe.  This  small  possibility  of  danger  canf 
however,  be  removed  by  the  use  of  separately 
excited  dynamos. 

By  reference  to  the  above  table,  it  will  be  seen 
that  silver  wire  is  the  best  conductor,  but,  it  being 
too  expensive,  the  next  in  the  list,  copper,  is  gener- 


and  are  made  by  employing  resistance  coils  or  by 
other  means.  That  for  measuring  amperes  is  called 
an  atnperemeter  or  ammeter ,  and  is  constructed  with 
a  very  low  resistance.  In  practice  it  is  placed 
directly  in  the  circuit.  The  voltmeter  is  made  of 
high  resistance,  and  is  placed  at  the  terminals  or 
between  the  positive  and  negative  wires.  These 
instruments  are  so  constructed  as  to  read  off  the 
amperes  and  volts  directly.  See  Figs.  120  and  121. 

THE  POWER  STATION. 

Here  are  located  the  boilers  and  engines  or  other 


ally  used  for  conductors.  German  silver  wire, 
being  a  poor  conductor  and  requiring  a  high  tem¬ 
perature  to  melt  it,  is  usually  employed  in  making 
resistance  coils,  and  these  coils  are  an  important 
factor  in  the  operation  of  electric  lines.  Fig.  119 
represents  one  form  of  resistance  box. 

The  galvanometer  is  an  instrument  used  for 
measuring  the  strength  of  an  electric  current,  and 
depends  for  its  operation  on  the  fact  that  a  con¬ 
ductor  through  which  an  electric  current  is  flowing 
will  deflect  a  magnetic  needle  placed  near  it.  These 
instruments  assume  a  variety  of  forms  and  names 


source  of  power,  the  dynamos  for  generating  the 
current,  also  the  switch  boards,  including  the 
instruments  for  measuring  the  current  and  the 
appliances  for  dividing  the  current  and  feeding 
the  circuit. 

The  proper  location  for  the  power  station  is  one 
of  the  most  important  questions  to  be  decided  in 
the  installation  of  an  electric  plant,  and  in  this 
matter  the  skill  and  good  judgment  of  the  engineer 
may  save  to  a  company  several  thousand  dollars  in 
first  cost,  a  large  amount  in  operating  expenses  and 
in  cost  of  future  developments.  The  main  factors 


do 


STREET  RAILWAYS. 


of  economy  to  be  considered  are  the  arrangement 
of  feed  wires,  as  before  stated,  a  central  location 
being  desirable;  ready  access  to  fuel  and  water, 
the  latter  being  very  important  in  case  condens¬ 
ing  engines  are  employed.  Of  course,  all  these 
considerations  may  be  ruled  out  by  the  high  price  of 
property  or  by  local  prohibitory  legislation,  in 
which  case  it  will  be  necessary  to  locate  in  a  less 
advantageous  position  Where  water  power  is  to 
be  employed,  the  natural  location  of  the  latter  will 
preclude  very  much  being  gained  by  the  skill  of 
the  engineer. 

The  location  will  also  have  much  to  do  with  the 
design  of  the  building 
with  reference  to  its 
architectural  effect.  If 
it  is  to  be  in  the  settled 
or  growing  portion  of  a 
city,  the  good  taste  and 
wishes  of  the  com¬ 
munity,  by  whose  favor 
the  line  exists,  should 
be  regarded,  and  con¬ 
siderable  attention 
should  be  given  to  ex 
ternal  beauty.  Fig.  122A 
is  a  fair  specimen  of 
pleasing  architecture. 

The  boilers  and  engines  play  an  important  part 
in  the  production  of  the  electric  current,  and  the 
points  of  excellence  in  the  various  types  of  engines 
which  engineers  have  devised  for  electric  railway 
work  will  be  treated  in  a  separate  chapter;  in 
making  a  selection,  however,  care  should  be  taken 
to  secure  economy,  steady  motion  and  high 
efficiency. 

Not  less  than  two  units  of  steam  power  should  be 
provided  in  electric  railway  power  plants,  and  as 
few  as  is  consistent  with  safety  and  economy.  En¬ 
gines  for  this  class  of  work  should  be  built  very 
heavy  and  have  ample  fly-wheel  capacity  to  pro¬ 
vide  for  the  excessive  strains  due  to  violent  changes 
in  load. 

The  amount  of  steam  horse  power  to  be  provided 
per  car  will  depend  somewhat  upon  the  grades  in 


the  line,  the  amount  of  traffic  and  amount  of  snow 
fall.  It  is  safe  to  say  that  not  less  than  twenty-five 
to  thirty  or  even  forty  H.  P.  per  car  should  be 
provided  for  roads  operating  a  large  number  of 
cars.  Small  roads  should  have  a  larger  aver¬ 
age  ;  not  that  this  amount  of  power  would  be 
required  for  ordinary  operations,  but  it  should  be 
in  reserve. 

A  car  uses,  under  ordinary  conditions,  one  H.  P. 
per  car  mile  per  hour.  That  is,  a  car  running  at  a 
speed  of  five  miles  per  hour  requires  five  H.  P.,  at 
seven  miles  seven  H.  P. 

The  relative  position  of  the  engines  and  gener¬ 
ators  in  the  power  sta¬ 
tion  is  a  matter  to  be 
regulated  by  the  install¬ 
ing  engineer.  In  some 
cases  the  engines  are 
belted  directly  to  one  or 
more  generators,  as 
shown  in  Figs.  122  and 
123.  In  other  cases  a 
counter  shaft  is  employ¬ 
ed  and  through  this 
power  is  transmitted  to 
a  number  of  generators. 
(Figs.  124  and  125  )  The 
counter  shaft  should  be 
provided  with  suitable  clutches  so  that  any  of  the 
engines  or  generators  may  be  cut  out. 

The  selection  and  care  of  belts  is  an  important 
factor  in  the  economical  operation  of  the  power 
plant  of  an  electric  street  railway.  In  the  early 
history  of  the  service  it  was  difficult  to  get  just 
what  was  required,  but  now  there  are  various 
makes  that  fill,  in  all  respects,  the  requirements  of 
electric  service. 

It  is  not  our  province  to  discuss  the  merits  of 
the  different  makes  of  belts  that  are  in  the  market, 
nor  to  supply  data  and  formulae  for  ascertaining 
the  width  and  strength  of  belts  for  a  definite  ser¬ 
vice.  These  matters  are  fully  treated  in  works  on 
belt  transmission,  and  in  the  many  admirable  cata¬ 
logues  with  which  the  trade  supplies  its  customers. 
Suffice  it  to  say  that  in  order  to  secure  a  long  life 


Fig.  122A. — Electric  Power  Station. 


ELECTRIC  TRACTION. 


61 


and  satisfactory  service  in  any  business,  a  belt 
must  be  of  ample  width  and  substance  to  perform 
the  work  required  of  it,  have  proper  care  and  be 
mounted  with  sufficient  length  to  secure  elasticity 
and  adhesion.  A  record  should  also  be  kept  of 
the  performance  of  each  belt  to  serve  as  a  guide 
in  placing  future  orders.  For  driving  street  rail¬ 
way  generators,  however,  a  belt  having  a  capacity 
of  one  and  a  half  times 
that  for  ordinary  work 
of  the  same  horse 
power  is  recommended, 
for  the  reason  that  the 
load  varies  suddenly 
and  to  great  extremes 
on  account  of  grades 
and  the  cutting  in  or 
out  of  cars. 

One  school  of  prac¬ 
tice  favors  the  direct 
coupling  of  engine  and 
generator,  in  which 
case  no  belting  is  re¬ 
quired;  this  is  usually 
accomplished  by 
mounting  the  arma¬ 
tures  directly  upon  the 
engine  shaft  which 
may  be  extended  in 
both  directions  for  the 
purpose.  Friction 
coupling  may  also  be 
employed.  Cotton 
rope  belting  is  also  em¬ 
ployed  to  a  limited  ex¬ 
tent  (Fig.  126). 

The  cost  of  steam  plant  complete,  including 
building  and  smoke  stack,  is,  for  high  speed  and 
non-condensing  engines,  from  $45  to  $60  per  H  P.; 
for  compound  engines,  $60  to  $75  per  H.  P.,  and 
for  electrical  equipment,  from  $35  to  $45  per  H.  P. 

Eight  square  feet  of  heating  surface,  evaporating 
thirty  pounds  of  water  per  hour,  is  the  usual  unit 
of  H.  P.  for  sectional  or  water  tube  boilers,  and 
fifteen  square  feet  the  unit  for  tubular  boilers, 


Among  the  electrical  devices  which  it  is  neces¬ 
sary  to  understand,  one  of  the  most  important  is 
the  method  of  coupling  two  or  more  dynamos 
together,  so  that  they  may  supply  to  a  circuit  a 
larger  quantity  of  electric  energy  than  either  could 
do  singly.  This  has  to  be  done  in  a  particular 
manner  so  that  the  machines  will  not  interfere  with 
each  other;  for,  if  not  properly  arranged  one  ma¬ 
chine  would  absorb 
energy  from  the  other 
and  be  driven  as  a 
motor  instead  of  add¬ 
ing  anything  to  the 
energy  of  the  circuit. 

The  method  of  coup¬ 
ling  depends  upon  the 
construction  of  the  ma¬ 
chine,  and  especially 
upon  the  way  the  field 
magnets  are  excited. 
Compound  wound  dy¬ 
namos,  in  which  the 
self  regulating  powers 
are  perfect,  may  be 
coupled  in  parallel  in  a 
circuit  without  much 
difficulty,  as  shown  in 
Fig.  127.  AAA  rep¬ 
resent  the  armatures  of 
two  or  more  dynamos, 
connected  in  short 
shunt. 

By  these  means  the 
two  or  more  dynamos 
will  exercise  a  con¬ 
tinual  mutual  adjust¬ 
ment,  resulting  in  an  equal  division  of  the  work 
between  them,  Not  only  may  similar  compound 
dynamos  be  coupled,  but,  by  additional  precaution, 
those  of  different  size,  power  and  speed  may  be 
used  together.  In  adding  another  machine,  how¬ 
ever,  to  those  already  in  operation  it  is  necessary 
to  run  it  up  to  a  proper  speed  and  equal  potential 
before  attaching  its  terminals  to  the  main  con¬ 
ductor. 


62 


STREET  RAILWAYS. 


Fig.  128  further  illustrates  the  relation  of  dyna¬ 
mos,  switches  and  meters. 

These  diagrams  are  conventional;  in  practice 
however,  a  switch  board  is  employed  (Figs.  129  and 
130)  to  which  are  attached  the  switches,  meters, 
rheostats  and  safety  devices  in  position  to  be 
readily  inspected  and  adjusted.  These  switch 
boards  are  made  more  or  less  ornamental  accord¬ 
ing  to  taste,  the  material  being  wood,  marble  or 
slate.  In  case  a  number  of  feed  wires  lead  out 
from  the  same  switch  board,  it  is  a  good  practice 


are  applied,  from  excessive  strain  by  an  overplus 
of  current.  They  depend  for  their  action  upon  the 
fact  that  a  current  of  electricity  develops  a  certain 
amount  of  heat  in  its  passage  through  a  conductor, 
the  amount  of  heat  depending  directly  upon  the 
amount  of  resistance  of  the  conductor  and  the 
square  of  the  volume  of  current.  If  a  metal,  fusi¬ 
ble  at  a  low  temperature,  is  inserted  in  the  circuit 
and  all  the  current  allowed  to  pass  through  it,  and 
its  size  is  so  proportioned  that  the  amount  of 
heat  generated  by  the  passage  of  the  normal 


Fig.  129.— Railway  Switch  Board  Adapted  to  the  Thomson-Houston  Electric  System. 


to  so  connect  them  with  a  nest  of  push  buttons 
located  near  the  centre  of  the  board,  that  by  press¬ 
ing  any  one  of  the  buttons  the  meter  will  indicate 
the  voltage  of  either  line.  A  valuable  type  of  in¬ 
dividual  switch  is  illustrated  in  Fig.  131.  A  drop 
switch  or  circuit  breaker  is  also  employed.  This 
is  constructed  with  an  electro-magnet,  and  is  de¬ 
signed  to  automatically  break  the  circuit  in  case  a 
dangerous  current  is  generated.  In  place  of  the 
drop  switch,  or  in  connection  with  it,  safety  fuses 
are  employed. 

The  use  of  fuses  in  electrical  engineering  is  anal¬ 
ogous  to  safety  valves  in  steam  engineering.  They 
are  intended  to  protect  the  devices  to  which  they 


amount  of  current  will  not  melt  it,  such  a  device 
constitutes  a  safety  fuse,  and  any  increase  in  the 
volume  of  current  will  develop  an  additional 
heating  effect  which  will  melt  the  fuse  and  break 
the  circuit  at  this  point.  In  practice  fuses  are  used 
on  both  bus  bars  of  a  switch  board,  on  the  car  to 
protect  the  motor  and  in  the  feed  wires. 

Solder  is  usually  employed  for  fuses,  although 
any  metal  easily  fusible  can  be  adopted.  In  all 
cases  the  fuse  should  be  easily  accessible,  so  that 
in  case  it  melts  from  a  temporary  short  circuit  or 
overload,  it  can  be  replaced  by  another  fuse  when 
the  danger  has  passed.  For  this  reason,  when  in 
use  to  connect  two  sections  of  a  trolley  wire,  the 


ELECTRIC  TRACTION. 


63 


fuse,  instead  of  being  inserted  directly  in  the  over¬ 
head  line  is  placed  in  the  box,  or  one  of  the  poles 
and  wires  are  carried  from  each  side  of  the  fuse  to 
each  end  of  the  trolley  line  section. 

Care  must  be  taken,  in  electric  circuits  in  which 
high  potentials  are  used,  to  have  the  fuse  of  such  a 
length  that  when  it  melts  the  line  terminals  shall 
not  be  so  near  that  the  space  can  be  bridged  by  a 
voltaic  arc  To  prevent  the  space  from  being 
bridged  by  the  current  the  fuses  may  be  bent  over 


been  actually  melted,  being  held  in  shape  by  an 
ozydized  film  on  the  outside. 

LIGHTNING  ARRESTER. 

Another  adjunct  of  the  switch  board  is  a  “light¬ 
ning  arrester,”  one  of  which  should  also  be  placed 
on  each  car,  and  also  at  intervals  in  the  trolley  and 
feed  wires  The  object  of  the  arrester  is  to  protect 
the  generators,  motors,  meters  and  other  apparatus 
in  the  circuit  from  the  destructive  effects  of  a  bolt 


kuciw-  rauL  1 


Fig.  130. — Railway  Switchboard  Adapted  to  the  Short  Electric  Railway  System. 


a  board  partition  as  shown  in  Fig.  132.  The  cross 
section  of  the  fuse  can  easily  be  calculated  accord¬ 
ing  to  the  ampere  carrying  capacity  desired.  A 
margin  of  safety  is  generally  allowed  in  figuring 
the  size  of  fuses;  that  is,  a  fuse  is  made  somewhat 
larger  than  would  be  sufficient  to  carry  the  nor¬ 
mal  maximum  current  in  order  to  avoid  frequent 
stoppages. 

While  fuses  are  an  important  and,  perhaps, 
essential  part  of  an  electric  transmission  system, 
they  are  not  infallible,  since  a  fuse  will  sometimes 
hold  its  position  and  carry  the  current  after  it  has 


of  lightning  or  discharge  of  atmospheric  current 
The  term  “lightning  arrester”  is  a  misnomer,  how¬ 
ever,  for  it  does  not  arrest  the  current,  but  serves 
to  change  its  direction  and  lead  the  surplus  directly 
to  the  earth;  it  is,  therefore,  more  in  the  nature  of 
a  safety  valve. 

Lightning  arresters  are  dependent  for  operation 
on  the  tendency  of  a  disruptive  discharge  to  take  a 
short  cut  across  an  intervening  space  rather  than 
through  a  longer,  though  better,  conductor.  A 
simple  form  of  arrester,  and  one  which  will  help  us 
to  understand  the  more  complicated  devices  in 


64 


STREET  RAILWAYS. 


practical  use,  is  illustrated  in  Fig.  133.  This  device 
consists  of  two  sets  of  serrated  metallic  plates 
placed  near  each  other,  one  of  which  is  connected 


Fig.  131. — The  Ajax  Switch. 


with  the  line  wire  and  the  other  by  wire  with  the 
ground,  so  that,  should  a  bolt  strike  the  line,  the 
current  jumps  the  space  and  is  discharged  into  the 
earth.  This  type  of  arrester  is  not  suitable  for  use 
with  heavy  currents, 
owing  to  the  fact  that 
an  arc  once  formed 
across  the  space, 
would  be  continued 
by  the  line  current 
which  would  soon 
melt  the  serrated 
plates.  This  tendency 
is  overcome  by  the 
use  of  carbon  disks 
which  are  placed 
about  one- sixteenth 
of  an  inch  apart,  one 
of  which  is  connected 
to  a  ground  wire,  and 
the  other,  by  a  brass 
wire  of  small  capaci¬ 
ty,  with  the  line.  The 
lightning  having 
bridged  the  space  be¬ 
tween  the  carbon 
disks,  the  line  or 
quantity  current  follows  the  arc  thus  formed  and 
instantly  melts  the  small  wire,  and  cuts  off  the 
ground.  By  an  ingenious  arrangement  of  disks, 
supernumary  wires  and  levers  the  machine  again 


sets  itself,  like  a  trap,  and  is  ready  for  a  second 
discharge. 

Lightning  arresters  assume  an  almost  endless 
variety  of  forms.  In  practice  it  is  observed  that 


Fig.  133. — Ordinary  Lightning  Arrester. 

the  arresters  on  the  cars  or  on  the  line  operate 
before  those  at  the  power  station,  which  indicates 
that  the  atmospheric  current  is  not  inclined  to 
travel  against  the  line  current. 

A  second  form  of  arrester  is  shown  in  Fig.  134  and 
is  known  as  the  swing  ball  arrester.  This  is  placed 

upon  the  pole  and  is 
connected  to  the  line 
wire  by  means  of  a 
tap  shown  at  the  base 
which  is  connected  in 
the  arrester  to  a  dis- 
charge  terminal. 
Above  the  terminal  a 
metallic  ball  is  sus¬ 
pended  by  a  rod 

which  is  free  to  swing 
V  ,  # 

I  in  any  direction.  The 
|  rod  being  connected 

* 

^  to  the  ground,  when¬ 
ever  the  atmospheric 
discharge  jumps  from 
the  terminal  to  the 
ball  the  arc  causes 
the  ball  to  swing  out, 
and  as  soon  as  the 
arc  ceases  the  ball 
returns  to  its  original 
position  and  is  then 
ready  for  a  second  discharge. 

THE  CAR  BARN. 

This  is  an  exceedingly  important  part  of  the 
equipment  for  electric  lines,  and  its  construction 


Fig.  132. — Double  Fuse  Block. 


ELECTRIC  TRACTION. 


65 


and  arrangement  should  have  careful  considera- 
>  tion.  The  building  should  be  roomy  and  suf¬ 
ficiently  high  between  joints  to  allow  for  wiring,  so 
that  cars  can  be  shifted  by  means  of  the  current. 


Fig.  134. — Pendulum  Lightning  Arrester. 

In  addition  to  the  tracks,  offices,  wash  room,  ele¬ 
vators  and  transfer  cars  of  ordinary  barns,  there 
should  be  provided  a  sufficient  number  of  pits, 
over  which  the  cars  can  run  to  facilitate  repairs  to 
the  motors.  These  pits  should  be  provided  with 
steam  pipes  for  warming,  and  with  portable  elec¬ 
tric  lights. 

MACHINE  SHOP. 

The  machine  shop 
should  be  a  part  of 
the  car  barn  or  loca¬ 
ted  near  it,  and  should 
be  equipped  with  a 
suitable  number  of 
iron  -  working  tools, 

The  power  for  these 
tools  may  be  sup¬ 
plied  by  a  small 
steam  engine  or  by  a  stationary  electric  motor 
Facilities  should  be  provided  for  winding  and  mak¬ 
ing  all  necessary  repairs  to  armatures. 

The  repair  shop  is  the  first  and  most  important 
consideration  in  the  building  and  operating  of  an 
electric  line,  and  should  be  built  and  equipped 
before  any  part  of  the  line  has  been  put  in  opera 


tion;  and,  as  stated  above,  the  power  to  operate  it 
may  be  derived  from  a  stationary  motor,  deriving 
its  current  from  the  line,  or  by  a  steam  engine. 
The  tool  equipment  of  the  machine  shop  for  the 
repairs  on  from  twenty  to  sixty  cars  should  consist 
of  a  lathe,  a  shaper,  milling  machine,  drill  press 
and  emery  wheel. 

One  or  more  wrecking  wagons  or  patrol  wagons 
are  indispensable  adjuncts  to  the  repair  equipment 
of  an  electric  line.  These  should  be  provided  with 
ladders,  jacks  and  all  necessary  tools  for  making 
trolley  repairs  and  for  replacing  or  removing  a 
derailed  car.  Powerful  and  well  trained  horses 
should  always  be  at  hand  to  haul  such  wagons  at  a 
moment’s  notice.  A  complete  system  of  electric 
signals  should  be  put  in,  with  alarm  boxes  at  suit¬ 
able  intervals  along  the  line  Appliances  of  this 
kind  are  really  economic  factors  in  the  operation 
of  any  line 

A  tower  wagon  should  be  provided  as  part  of  the 
equipment  for  line  repairs  and  overhead  work. 
This  may  be  home  made,  with  an  adjustable 
ladder  or  one  of  the  more  pretentious  wagons, 
such  as  are  illustrated  in  Figs  135  and  136,  may  be 
employed  These  wagons  have  an  adjustable  plat¬ 
form  and  are  of  a  gauge  of  sufficient  width  to 


stand  astride  the  tracks,  and  when  it  is  necessary 
to  change  position,  the  platform  and  ladder  are 
readily  dropped,  when  the  vehicle  assumes  the 
appearance  of  an  ordinary  wagon.  Beneath  the 
seat  is  provided  a  box  for  the  storing  of  the  neces¬ 
sary  tools. 

A  full  complement  of  tools  for  a  gang  of  five 


Fig.  135 — Tower  Wagon  for  Overhead  Work. 


66 


STREET  RAILWAYS. 


men,  including  foreman,  for  overhead  construction 
and  repairs,  would  comprise  the  following;  not 
that  all  would  be  absolutely  required,  but  it  will 
be  found  convenient  to  have  them,  and  the  list 
will  form  a  basis  for  the  organization  of  the  differ¬ 
ent  gangs.  Besides  the  tower  wagon  there  should 
be  provided  one  light  wagon  and  one  reel  wagon, 
two  twenty-two  foot  ladders  and  one  tool  box, 
two  sets  each  of  large 
and  small  tackle,  one 
dozen  hauling  clamps, 
two  hauling  clamp 
wrenches,  four  straps 
and  vises,  six  pair  six- 
inch  gas  pliers,  six 
eight-inch  side  pliers, 
one  bolt  cutter,  two 
twelve  -  inch  monkey 
wrenches,  six  twelve- 
inch,  flat,  bastard  files, 
two  fourteen  -  inch, 
round  files,  two  fire- 
pots,  two  railway 
soldering  irons,  two 
blacksmith  hammers, 
one  ratchet  brace  and 
three  bits,  two  cold 
chisels,  one  hand  saw, 
one  twelve  and  one  six¬ 
teen-inch  screw  driver, 
one  wood  mallet,  one 
ioo-foot  tape  line,  one 
hack  saw  and  blades, 
one  acid  jug  with 
brushes,  one  fourteen- 
inch  Stillson  wrench,  two  ioo-foot  hand  lines,  one 
small  soldering  ladle,  one  hatchet,  six  lanterns,  one 
bushel  charcoal. 

ROAD  BED  AND  TRACK. 

The  greater  weight  and  higher  speed  of  electric 
cars  as  compared  with  horse  cars,  has  given  rise  to 
new  problems  in  track  construction.  No  railway 
official,  in  the  light  of  the  experience  already  gained, 
would  any  more  think  of  putting  in  the  old  time 


stringer  and  tram  construction  for  an  electric  line 
than  he  would  for  a  cable  line.  The  requirements 
now  are  a  rail  of  great  vertical  stiffness,  a  perman¬ 
ent  track  and  durable  material.  The  experience 
of  the  electric  roads  that  have  attempted  to  operate 
the  cars  over  the  old  construction,  has  shown  that 
there  is  more  delay  and  a  higher  figure  of  operat¬ 
ing  expense  arising  from  the  faulty  roadbed  than 

from  the  electric  appli¬ 
ances.  (For  detail  of 
suitable  track  con¬ 
struction  see  a  subse¬ 
quent  chapter.) 

OPERATION  AND 
MAINTENANCE. 

A  large  per  cent,  of 
the  operating  expenses 
of  an  electric  line  is 
found  in  the  repairs  to 
trucks  and  motors,  and 
in  proportion  as  this 
expense  is  reduced, 
dividends  increase; 
hence  it  is  that  this 
part  of  the  work  re¬ 
quires  special  attention 
from  the  management. 

It  is  not  the  prov¬ 
ince  of  this  chapter  to 
treat  of  all  the  details 
regarding  inspection 
and  care  of  motors,  for 
the  reason  that  each 
particular  type  of 
motor  requires  some  special  instruction  as  to 
repairs  and  means  of  detecting  faults.  These  will 
be  found  in  books  of  instruction  usually  furnished 
by  the  promoters  of  each  particular  system,  while 
a  code  of  special  rules  for  the  guidance  of  conduc¬ 
tors  and  motor  drivers  will  be  found  in  a  separate 
chapter,  all  of  which  should  be  carefully  studied 
both  by  the  management  and  by  the  employes 
whose  duty  it  is  to  handle  the  machines.  There 
are  some  general  instructions,  however,  which  will 


Fig.  136. — Tower  Wagon  in  Position. 


ELECTRIC  TRACTION. 


67 


apply  to  every  class  of  motors,  which  we  compile 
from  the  knowledge  that  has  been  gained  by  the 
experience  of  oractical  engineers  connected  with 
the  work.  These  a»e  given  as  suggestive,  and 
any  manager  can  determine  for  himself  how  far 
they  are  applicable  to  his  particular  equipment  and 
how  far  he  can  neglect,  adopt  or  improve  upon 
them  with  a  view  of  reducing  the  repair  account. 
It  is  safe  to  say  that  in  no  line  of  business  and  with 
no  other  machine  is  the  old  adage,  “A  stitch  in 
time  saves  nine,”  more  applicable  than  in  the  oper- 
tion  of  an  electric  railway  motor.  It  is  never  econ¬ 
omy  to  run  a  car  until  something  gives  out,  but 
there  should  be  constant,  intelligent  and  rigid 
inspection  which  will  usually  remedy  the  trouble 
before  a  breakdown  occurs.  Any  defect,  no  mat¬ 
ter  how  slight,  whether  it  be  a  loose  bolt  or  a  worn 
bearing,  will  quickly  generate  other  defects  which 
will  multiply  in  an  alarming  degree,  but  which,  if 
promptly  remedied,  will  avoid  the  necessity  of 
taking  the  car  to  the  repair  shop. 

A  proper  system  of  inspection  requires  that  cars 
be  run  over  a  pit  each  trip  and  examined  as  to 
brushes,  commutator,  brush  and  field  terminals, 
pinions,  gear  wheels,  etc  In  addition  to  trip  in¬ 
spection  the  motor  should  be  run  over  the  pit  and 
inspected  and  cleaned  every  night,  and  all  bolts, 
nuts  and  gears  should  be  tightened  up,  special  at¬ 
tention  being  given  to  wipe  clean  the  gears,  rocker 
arms,  commutator  and  oil  cups,  also  the  switch 
stand  and  all  switch  connections.  The  fact  should 
never  be  lost  sight  of  that  dust,  dirt  and  water  are 
the  great  enemies  of  an  electrical  machine  for  they 
aid  in  starting  short  circuits  which  result  in  serious 
burn-outs.  For  night  inspection  one  man  will  be 
required  for  every  ten  or  fifteen  cars,  depending 
somewhat  upon  the  type  of  motor  used.  Of  course 
with  the  use  of  gearless  motors  the  inspectors’  work 
will  be  very  much  reduced,  and  a  larger  number  of 
cars  can  be  inspected.  The  light  tools  with  which  an 
inspector  should  be  provided  comprise  three  mon¬ 
key  wrenches  (from  six  to  fourteen  inches  in  size), 
one  pair  of  six-inch  pliers,  a  hammer,  cold  chisel, 
soldering  furnace  and  iron  and  one  ten-pound 
sledge  hammer. 


In  addition  to  the  night  inspection,  as  often  as 
once  a  week,  the  car  should  be  run  over  a  pit,  and 
all  pans,  casings  and  screens  removed  and  cleaned 
and  the  car  thoroughly  examined  from  below. 

Particular  attention  should  be  given  to  see  that 
the  connecting  cables  are  in  good  condition  and 
that  the  insulation  is  not  chafed  or  broken.  Enough 
extra  cars  should  be  provided  to  allow  of  such 
weekly  inspection  without  reducing  the  number 
of  cars  in  service.  As  faults  can  usually  be  more 
readily  located  when  the  car  is  in  motion  the  in¬ 
spector  should  occasionally  run  the  car  and  should 
also  watch  the  motor  while  it  is  being  run. 

Repairs  to  motors  also  depend  largely  upon  the 
care  exercised  by  the  motor  driver;  and  to  secure 
good  men  requires  an  equal  degree  of  care  on  the 
part  of  the  management.  As  a  general  rule,  it  will 
be  found  that  old  horse  car  drivers  make  the  best 
motor  drivers.  They  should  be  men  who  are 
always  clear  headed  and  cool  in  emergencies. 
Before  being  assigned  to  the  new  duty,  however, 
they  should  be  required  to  gain  some  slight  knowl¬ 
edge  of  mechanics,  and  it  is  a  good  plan  to  give 
them  three  or  four  weeks’  training  in  the  repair 
shop,  and  such  shop  experience  will  be  found  to  be 
worth  to  the  management  all  it  costs. 

Drivers  and  conductors  should  not  be  allowed  to 
take  charge  of  an  electric  car  until  they  have  been 
carefully  instructed  and  are  able  to  pass  an  exami¬ 
nation  on  their  instructions.  They  should  be 
assigned  to  duty  with  an  experienced  crew  during 
a  number  of  days  of  regular  work,  and  then  should 
be  allowed  to  handle  the  car  for  three  or  four  days 
under  the  immediate  direction  of  an  experienced 
instructor. 

In  addition  to  the  training  given  on  the  cars,  a 
set  of  motors  should  be  mounted  in  some  convenient 
place  about  the  repair  shop  or  barn  where  both 
drivers  and  conductors  can  have  access  to  them  and 
be  taught  how  to  operate  and  inspect  them,  how  to 
adjust  brush  holders  and  brushes,  and  to  properly 
handle  the  cut-out  and  controlling  switches,  and 
also  how  to  disconnect  the  motors.  They  should 
learn  how,  by  sound,  to  detect  loose  bolts,  and  also 
how  to  detect  and  locate  electrical  troubles.  It  is 


68 


STREET  RAILWAYS. 


not  enough  to  tell  men  that  a  switch  moved  in  a 
certain  direction  produces  certain  results;  they 
must  be  required  to  move  the  lever  and  practice  all 
the  details  over  and  over  again  until  they  are  famil¬ 
iar  with  the  mechanism,  and,  after  receiving  their 
instruction,  should  be  frequently  examined  as  to 
their  knowledge  of  the  matter  contained  in  their 
book  of  instruction.  The  matter  of  inspecting 
employes  can  no  more  be  neglected  with  safety 
than  can  that  of  the  motor. 

The  life  of  gears  and  pinions  on  double  reduc¬ 
tion  motors  varies,  with  many  different  conditions, 
from  one  to  four  months  for  pinions  and  from 
three  to  nine  months  for  gear  wheels.  Where  dust 
boxes  are  used  the  life  of  gears  and  pinions  is 
materially  'lengthened.  A  great  deal  of  experi¬ 
menting  has  been  made  with  the  material  for  both 
gears  and  pinions,  and  after  a  great  deal  of  money 
spent  in  this  direction,  the  following  two  combina¬ 
tions  are  recommended  :  Cast  iron  for  the  split 
axle  gear,  wood-filled  gear  for  the  intermediate,  cut 
steel  for  the  intermediate  pinion  and  cast  iron  for 
the  armature  pinion.  By  the  use  of  this  combina¬ 
tion,  with  the  axle  and  intermediate  pinion  run¬ 
ning  in  an  oil-tight  casing  a  very  long  life  is 
obtained.  Where  the  factor  of  noise  is  considered, 
a  combination  of  rawhide  pinions  with  metal  gear 
is  found  to  give  the  best  results.  Raw  hide  pinions, 


however,  must  be  of  thoroughly  seasoned  material 
and  carefully  put  on  to  produce  the  best  results. 
The  use  of  an  inferior  article  is  an  expensive  luxury. 
The  elimination  of  all  gears,  however,  is  a  result 
confidently  looked  for  in  the  near  future  of  electric 
traction. 

The  brake  equipment  of  electric  cars  varies 
largely  with  the  grades  in  the  line  and  the  weight 
of  the  car  operated.  From  the  experience  of  roads 
that  have  been  the  longest  in  operation  and  have 
tried  various  means  of  brakes,  it  is  found  that 
automatic  air  brakes  of  some  of  the  well 
known  types  give  by  far  thq  best  satisfaction, 
provided  the  expense  of  first  equipment  is  not  pro¬ 
hibitory. 

It  is  not  only  recommended  that  motors,  cars  and 
overhead  work  receive  frequent,  regular  and  care¬ 
ful  inspection  in  order  to  secure  economy  in  opera¬ 
tion,  but  the  power  station  should  also  be  included. 
The  engines,  boilers,  generators,  belts,  switch 
board,  shafting,  pulleys,  pipes,  heating  apparatus 
and  all  the  light  machinery,  need  the  inspector’s 
attention.  The  very  fact  that  an  inspection  is 
regularly  made  and  expected  will  compel  employes 
to  greater  effort  in  their  several  duties. 

The  care  of  track  and  appliances  for  the  removal 
of  snow  and  sleet  both  from  the  roadway  and  over¬ 
head  wire  will  be  treated  in  a  separate  chapter. 


CHAPTER  II. 


CABLE  traction. 


Having  studied  the  essential  points  relating  to 
electric  traction  for  street  cars,  we  have  next  to 
learn  the  mechanical  details  of  some  of  the  leading 
cable  systems.  By  “cable  haulage”  we  mean  the 
working  of  street  or  other  railways  by  the  employ¬ 
ment  of  a  continuously  moving,  endless,  wire  rope 
carried  on  pulleys  within  a  slotted  tube  placed  be¬ 
low  the  surface  of  the  street,  or  between  the  rails 
of  a  surface  or  elevated  road;  this  rope  to  be 
driven  by  means  of  a  stationary  engine,  or  other 
power,  situated  at  a  suitable  point  near  the  line, 
and  the  motion  of  the  cable  to  be  intermittently 
communicated  to  the  cars  by  means  of  a  suitable 
gripping  device  attached  to  the  car. 

Let  it  be  understood  that  we  are  not  to  attempt 
an  exhaustive  treatise  on  cable  traction,  one  that 
will  embrace  all  the  various  systems  so  far  pro¬ 
posed,  for  such  a  work  would  exceed  the  limits  of 
this  volume,  as  will  be  readily  understood  when  we 
state  that  we  have  in  our  office  a  list  of  1,000  patents, 
issued  in  the  United  States  alone,  relating  to  this 
subject.  Nor  are  we  to  give  all  the  technical  de¬ 
tails  relating  to  the  cable  road  construction,  for  we 
do  not  propose  to  invade  the  province  of  the  con¬ 
structing  engineer,  but  we  shall  try  to  present  some 
of  the  plans  employed  in  the  construction  of  the 
more  prominent  lines  that  have  been  long  in  opera¬ 
tion,  with  enough  of  data  to  enable  engineers  to 
compare  notes,  and  from  which  street  railway 
managers,  stockholders,  and  local  authorities  can 
learn  the  essential  points  when  they  wish  to  investi¬ 
gate  the  system  with  a  view  to  its  adoption.  We 
shall  also  have  in  mind  the  ordinary  street  railway 
employe  who  must  know  enough  of  the  relation  of 
the  various  parts  to  be  able  to  operate  a  line  suc¬ 
cessfully  and  safely,  and  lastly,  the  unprofessional 
reader  who  simply  wants  to  inform  himself  regard¬ 
ing  the  different  methods  of  mechanical  traction, 
that  he  may  be  abreast  of  the  times. 


It  is  eminently  proper,  whenever  treating  of  cable 
railways,  that  the  early  workers  in  this  field  should 
receive  due  credit  for  the  ingenuity  manifest  in 
adapting  the  principles  of  cable  traction  to  street 
railways,  and  the  courage  displayed  in  making  a 
practical  trial  in  the  face  of  the  many  obstacles 
which  beset  their  first  project.  While  the  mere 
idea  of  cable  traction  was  not  new  at  the  time  these 
men  began  their  work,  the  principle,  as  is  well 
known,  having  been  successfully  employed  upon  cer¬ 
tain  railways  and  in  mines  for  many  years,  and  the 
essentials  of  the  present  system  having  been  sug¬ 
gested  some  years  before  by  E.  S.  Gardiner,  of 
Philadelphia,  and  others,  there  is  no  evidence  that 
the  men  who  made  the  first  practical  test  in  San 
Francisco,  Cal.,  in  1873,  had  any  previous  know¬ 
ledge  of  such  suggestion  or  description;  hence  we 
are  bound  to  recognize  Andrew  S.  Hallidie,  of  San 
Francisco,  and  his  associates,  Asa  E.  Hovey,  William 
Eppelsheimer  and  Henry  Root  as  pioneers  in  the 
business  of  operating  street  cars  by  means  of  a 
cable,  slotted  tube  and  grip.  Although  the  plan 
itself  has  involved  much  ingenuity,  still  the  grip  in 
its  relation  to  the  cable  is  a  most  unmechanical  de¬ 
vice.  It  has  served  its  purpose  well,  however,  and 
still  holds  the  field  against  all  competitors.  The 
idea  itself,  as  well  as  the  fact,  has  served  a  purpose, 
for  it  became  a  seed  thought  which  has  found  lodg¬ 
ment  in  the  brain  of  many  an  inventor,  and  in  this 
line  during  the  last  few  years  human  genius  has 
won  most  signal  victories  (on  paper). 

THE  STREET  CONSTRUCTION. 

This  is  the  most  important  factor  in  a  cable  sys¬ 
tem,  since  it  is  the  chief  item  of  expense  in  build¬ 
ing.  It  embraces  the  slotted  tube,  with  carrying 
pulleys,  vaults  for  same  and  drain  pipes,  also  the 
pavement,  track  rail,  etc.  The  required  dimensions 
and  strength  of  this  tube  depend  upon  many  con- 


7o 


STREET  RAILWAYS. 


ditions.  It  will  be  observed  by  reference  to  the 
accompanying  figures  that  it  is  virtually  an  arch  with 
the  keystone  left  out,  hence  it  must  be  constructed 
with  sufficient  strength  to  resist  the  side  pres¬ 
sure  due  to  the  packing  of  the  soil  by  heavy  wagon 
traffic,  and,  in  cold  climates,  the  enormous  pres¬ 
sure  due  to  the  expansion  of  the  soil  by  freez¬ 
ing. 

In  the  construction  of  almost  any  grip  system  it 
is  first  necessary  to  excavate  a  trench  along  the  line 
of  the  road  bed,  about  four  feet  deep  and  three 
feet  wide,  with  side  chambers  every  four  or  five 
feet,  of  sufficient  width  to  receive  the  iron  yokes 
which  form  the  frame  work  of  the  tube  or  conduit; 
or  the  excavation  may  be  made  the  full  width  of 
the  track  or  of  both  tracks.  If  the  formation  is  of 
rock  the  trench  must  be  formed  by  blasting.  In 
case  the  line  is  to  be  built  upon  made  ground,  or 
where  the  soil  is  light  and  porous,  it  is  necessary 
to  provide,  as  a  support  for  the  conduit,  concrete 
foundation  piers  placed  at  suitable  intervals  and  of 
sufficient  depth  to  insure  a  firm  foundation.  In  ex¬ 
treme  cases  it  may  be  necessary  to  drive  piles  as  an 
auxiliary  support  to  the  piers. 

The  yokes  may  be  made  of  cast  iron  rolled  or 
steel,  the  choice  of  which  depends  largely  upon  the 
cost  of  the  material  at  any  particular  locality  and 
also  upon  climatic  conditions.  It  has  been  found  that 
yokes  made  of  cast  iron  generally  resist  frost  pres¬ 
sure  better  than  those  made  of  wrought  iron,  doubt¬ 
less  because  they  are  made  heavier,  and  have  there¬ 
fore  greater  compression  strength.  In  case  wrought 
iron  yokes  are  employed  they  should  be  entirely 
embedded  in  concrete,  to  prevent  their  too  rapid 
disintegration  in  the  soil,  a  tendency  to  which 
wrought  metal  is  more  subject  than  cast.  In  the 
early  construction  of  cable  roads  both  cast  and 
wrought  iron  yokes  were  employed,  and,  also,  the 
sides  of  the  conduit  were  formed  of  plank;  in  fact, 
wood  entered  largely  into  the  construction,  as  will 
be  seen  by  reference  to  the  accompanying  figures. 

As  shown  in  Fig.  137,  the  tube  was  placed  cen¬ 
trally  between  the  rails,  and  was  formed  by  the  cast 
iron  yokes  H,  placed  about  five  feet  apart ;  these 
carried  the  parallel  slot  rails  J  J,  leaving  a  slot 


about  seven-eighths  of  an  inch  wide,  through  which 
the  shank  of  the  grip  could  pass  into  the  tube.  C 
is  a  grooved  pulley  supporting  the  cable  B,  these 
pulleys  being  placed  along  the  line  at  intervals  of 
about  forty  feet. 

The  internal  dimensions  of  these  first  conduits 
were,  below  the  slot  rails,  about  twelve  by  fifteen 
inches,  or  twenty-two  inches  in  depth  from  the  sur¬ 
face  of  the  street.  It  will  be  observed  that  the 
slot  was  placed  to  one  side  of  the  conduit,  while 
the  cable  and  supporting  pulleys  were  mounted  in 
the  centre  ;  this  was  done  to  accommodate  the  pe¬ 
culiar  form  of  the  grip  then  employed,  and  also  to 
prevent  dirt  and  water  from  falling  upon  the  cable 
and  the  pulleys.  This  method  of  mounting  the 
cable  and  pulleys  to  one  side  of  the  slot  is  gener¬ 
ally  followed  in  cable  road  building,  except  on 
lines  where  a  bottom  grip  is  used,  in  which  case 
it  is  customary  to  mount  the  cable  directly  under 
the  slot. 

Following  the  development  of  cable  road  con¬ 
struction  we  find,  for  a  time,  that  wrought  iron  or 
steel  yokes  were  substituted  for  those  of  cast  iron, 
and  in  the  earliest  types  these  were  made  of  old 
railroad  rails  bent  in  the  form  as  shown  in  Fig.  138, 
with  horizontal  T  iron  braces  to  support  the  slot 
rail.  Fig.  139  shows  a  form  of  construction  in  which 
inverted  T  rails  were  also  used  for  forming  the  slot 
rails. 

Fig.  140  represents  a  form  of  wrought  iron  yoke 
having  members  specially  rolled  for  the  purpose, 
and  which  has  been  extensively  employed.  This 
construction  gives  a  conduit  of  sufficient  depth  to 
provide  for  quite  an  accumulation  of  dirt  and 
snow  without  interfering  with  the  operation  of  the 
carrying  pulleys,  and  in  which  the  carrying  pulleys 
may  be  mounted  without  a  specially  prepared  pul¬ 
ley  vault.  There  is  one  serious  objection  to  this 
construction,  however,  and  that  is,  the  braces  inter¬ 
fere  with  the  work  of  cleaning  the  conduit,  which 
is  usually  done  with  shovels  having  long,  thin 
handles,  which  are  thrust  into  the  conduit  through 
the  slot,  and  the  workman  by  bracing  the  handle 
against  his  foot,  placed  over  the  slot,  scrapes  the 
accumulation  from  one  section  to  the  other  till  a 


CABLE  TRACTION. 


7* 


'•SLOT'  IJ^OUT  OF  CENTER 


Fig.  141. — Yoke  Employed  in  Rebuilding  a  San 
Francisco  Line. 


Fig.  138. — Original  Construction — Market 
Street  Line. 


Fig.  140.— Original  Construction— Chicago  City  Cable 
Railway — Depth  of  Conduit  36  Inches. 


Fig.  137. — Original  Construction — Clay  Street 
(San  Francisco)  Line. 


Fig.  139.— Original  Construction— Geary  Street  Line. 


Fig.  142.— Cable  Construction — Melbourne,  Australia. 


72 


STREET  RAILWAYS. 


manhole  is  reached,  where  it  is  removed  to 
the  surface.  Another  form  of  wrought 
metal  yoke  is  shown  in  Fig.  141.  This 
pattern  was  used  in  rebuilding  one  of  the 
old  lines  in  San  Francisco,  the  work  being 
done  while  the  road  was  in  operation. 
The  plan  followed  was  to  make  an  excava¬ 
tion  at  night  when  the  road  had  stopped 
running,  and  place  as  many  yokes  as  possi¬ 
ble  in  position,  resting  on  wooden  string¬ 
ers,  as  shown  in  same  figure,  and  then  con¬ 
nect  up  the  rails.  Next  day  the  concrete 
and  pavement  were  added. 

Fig.  142  illustrates  the  construction  of  a 
road  in  Melbourne,  Australia,  in  which  the 
yokes  are  made  of  old  rails.  Cast  iron 
yokes,  however,  have  come  into  the  most 
general  use  in  this  country,  and  have  been 
designed  in  various  forms,  the  idea  being 
to  provide  great  lateral  strength  with  as 


< »  •  •  *  « > 

Fig.  146. — West  Chicago  Cable  Line. 


little  metal  as  possible,  and  at  the  same 
time  provide  suitable  lugs  to  which  to 
anchor  the  slot  rail  braces. 

Figs.  143  to  149  illustrate  various  patterns 
of  cast  iron  yokes,  weighing  from  300  lbs.  to  400 
lbs.  designed  for  conduits  of  different  depths.  There 
is  a  great  diversity  of  opinion  among  engineers  as 
to  the  proper  depth  of  a  conduit.  In  practice  the 
depth  varies  from  nine  to  forty-two  inches,  the  type 
of  grip  used,  the  climatic  conditions  and  the  depth 
of  gas  and  water  pipes  in  the  streets  governing. 


CABLE  TRACTION. 


73 


74 


STREET  RAILWAYS. 


Most  engineers  prefer  to  make  the  conduit 
deep  enough  to  accommodate  the  drainage, 
so  that  it  will  not  be  necessary  to  sink  the 
pulley  vaults  or  pockets  below  the  level  of 
the  conduit  This  arrangement  avoids  the 
necessity  of  an  auxiliary  drain  pipe,  which, 
when  employed,  is  liable  to  become  choked 
by  solid  matter. 

Fig  150  illustrates  a  yoke  made  with  both 
rolled  and  cast  metal,  the  base  being  a  rolled 
section  in  the  form  of  a  steel  I  beam,  to  which 
the  cast  sides  are  riveted.  This  yoke  gives 
excellent  service,  but  is  an  expensive  one. 

Another  composite  yoke  is  illustrated  in 
Fig  IS1-  This  yoke  has  a  body  of  cast  iron, 
giving  it  great  strength,  and  has  wrought 


Fig.  148. — Yoke  with  Cast  Braces — Third  Avenue, 
New  York,  Line. 


Fig.  148A. — Yoke  with  Flat  Steel  Braces,  Keyed  to  Lugs — 
Third  Avenue,  New  York,  Line. 

iron  arms  designed  to  provide  an  elastic 
rail  support. 

Figs.  152  to  158A  illustrate  different  pat¬ 
terns  of  wrought  and  cast  yokes,  each  of 
which  has  been  subject  to  a  reliable  test  to 
determine  its  relative  strength  and  ability 
to  resist  side  pressure.  A  record  of  the  test 
follows  each  figure  and  will  be  found  of 
great  value  in  designing  new  yokes  for  any 
special  purpose.. 

The  various  methods  of  bracing  the  slot 
rails  are  clearly  shown  in  the 
cuts  illustrating  the  yokes,  the 
growing  tendency  being  to  ar¬ 
range  the  braces  so  that  they 
may  be  adjusted  without  dis¬ 
turbing  the  pavement  to  any 
extent.  The  different  forms  of 
slot  rails  are  also  clearly  shown 
in  the  same  figures.  Though 
the  slot  rails  perform  very 
slight  service  in  the  running  of 
trains,  they  are  required  to 
have  great  vertical  and  lateral 
strength,  and  they  are  made 
nearly  as  heavy  as  the  track,  in 
order  to  support  the  heavy 


Fig.  150. — One  Hundred  and  Twenty-Fifth  Street, 
New  York,  Cable  Line. 


Fig.  1 51. — Composite  Yoke. 


CABLE  TRACTION. 


75 


TEST  OF  ROLLED  STEEL  CABLE  YOKE,  GRAND  AVENUE  CABLE  CO.,  KANSAS  CITY,  MO. 


Fir.  152. — Yoke  on  Grand  Avenue  Cable  Line, 
Kansas  City. 


Load  lbs. 

Deflection. 

Inches. 

Permanent 

Deflection. 

Inches. 

200 

.02 

200 

•  045 

300 

.125 

.OO 

2000 

.27 

•03 

1500 

•44 

2000 

.62 

3000 

•93 

Force  applied  as  indicated  by  arrows.  Approach- 
ment  of  points  A,  A,  measured  and  called  Deflection. 


TEST  OF  CABLE  RAILWAY  YOKE,  ST.  LOUIS  CABLE  &  WESTERN  RAILWAY. 


Load  lbs. 

Deflection. 

Inches. 

Permanent 

Deflection. 

Inches. 

200 

•05 

500 

.115 

800 

.185 

4000 

I  .01 

.l6 

4800 

2.13 

Compression  applied  as  indica¬ 
ted  by  arrows  in  sketch.  Distance 
A  measured  and  its  diminution 
called  Deflection.  Weight  of  rail, 
knee  castings,  and  chairs,  241  lbs. 


Fig.  153. — St.  Louis  Cab  ei,&  Western  Line. 


TEST  OF  CABLE  RAILWAY  YOKE,  CHICAGO  CITY  RAILWAY. 


Fig.  154. — Chicago  City  Cable  Railway. 


P, 

F 

s 

Load  lbs. 

Deflection. 

Inches. 

Permanent 

Deflection. 

Inches. 

Deflection. 

Inches. 

Permanent 

Deflection. 

Inches. 

200 

.OI 

.02 

400 

IOOO 

•045 

.OO 

.  12 

.OO 

1600 

.075 

.  iq1; 

2000 

.09 

.OO 

.27 

.025 

3000 

•145 

. 

•515 

•17 

Two  tests  were  made.  First  pressure  was  applied  as  indicated  by  arrows  Pt  Px.  After  applying  3,000  lbs.  load  this  way, 
pressure  was  applied  at  P8  P3.  Weight  of  yoke  164^  lbs.  Distance  A  gauged  and  its  diminution  is  called  Deflection. 


76 


STREET  RAILWAYS. 


TEST  OF  CAST  IRON  YOKE,  NORTH  CHICAGO  CABLE  RAILWAY. 


Fig.  155. — North  Chicago  Cable  Yoke. 


Load  lbs. 

Deflection. 

Inches. 

Permanent 

Deflection. 

Inches. 

400 

.015 

IOOO 

.03 

.OO 

2000 

•055 

.OO 

3000 

.085 

.OO 

4000 

.  12 

.005 

5000 

•  155 

,OI 

I OOOO 

•  355 

.04 

Pressure  applied  as  indicated  by  arrows  in  sketch.  Distance  A  gauged  and  its  diminution  is  called  Deflection  in  report. 
Weight  416 yz  lbs.  Casting  not  broken. 

TEST  OF  CAST  IRON  CABLE  YOKE,  KANSAS  CITY  PATTERN. 


Load  lbs. 

Deflection. 

Inches. 

Permanent 

Deflection. 

Inches. 

200 

.01 

IOOO 

.04 

.OO 

1400 

.06 

2000 

.085 

.OI 

3000 

•  15 

4000 

.20 

.OX 

8000 

.44 

.04 

I  OOOO 

•  56 

•  05 

Fig.  156. — Kansas  City  Pattern  of  Yoke. 


Pressure  applied  as  indicated  by  arrows  in  sketch.  Distance  A  gauged  and  its  diminution  measured,  which  is  called  De¬ 
flection  in  report  Weight  of  casting  380  lbs.  Casting  not  broken. 


J 


Fig.  157. — Johnson  Company  s  Steel  Yoke. 
Plates  one- quarter  inch  thick. 


Load  lbs. 

Closure. 

Inches. 

Permanent 

Closure. 

Inches. 

200 

-OI 

400 

.02 

IOOO 

.065 

1600 

.IO 

2000 

•  125 

24OO 

•  145 

3000 

.185 

.OO 

4000 

■  255 

5000 

•  355 

6000 

.46 

.08 

7500 

.28 

CABLE  TRACTION. 


77 


COPY  OF  OFFICIAL  TEST  MADE  AT  WATERTOWN  ARSENAL  LABORATORY  WITH  TWO  YOKES. 

CALLED  RESPECTIVELY  NO.  r  AND  NO.  2. 


Loaded  in  Direction  of  Arrows  B  B. 

Loaded  in  Direction  of  Arrows  C  C. 

Movement  at  A. 

Movement  at  A. 

Applied 

Applied 

Load. 

Remarks. 

load. 

Remarks. 

Yoke  No  1. 

Yoke  No.  2. 

Yoke  No.  1 

Yoke  No  2. 

Inch. 

Inch. 

Inch. 

Inch. 

200 

.O 

.O 

200 

O 

.0 

400 

.0040 

600 

.0017 

.0020 

600 

.0078 

.0080 

IOOO 

.0017 

.0050 

800 

.0112 

1400 

.0057 

.0065 

1000 

•0153 

.0140 

1800 

.0088 

.0084 

1200 

.0202 

2200 

.OIOO 

.OOgO 

1400 

.0230 

.0183 

2600 

.0198 

.0132 

1600 

.0270 

3000 

.0241 

.0160 

1800 

.0309 

.0270 

3500 

.0217 

.0170 

2000 

.0342 

4000 

.0275 

.0220 

2200 

.0387 

.0336 

4500 

.0300 

.0220 

2400 

.0425 

5000 

.0447 

.0220 

2600 

•0459 

.0380 

6000 

.0488 

.O29O 

2800 

.0490 

7000 

•0547 

.0370 

3000 

.0538 

.0440 

8000 

.0618 

.0420 

200 

.0068 

Permanent  set  of 

10000 

.0747 

.0520 

3000 

•0559 

.0440 

No.  1. 

14000 

.1027 

.0765 

3500 

.0645 

16000 

•  1157 

.0875 

4000 

•0745 

.0625 

18000 

.1290 

.  1040 

4500 

.0847 

.0710 

200 

•  0157 

.0120 

Permanent  set. 

5000 

.0945 

.0788 

8000 

No.  2  retained  under 

5500 

■  1050 

.0900 

18000 

Yoke  re- 

.  1022 

this  load  fifteen  hours. 

6000 

.1160 

.0990 

20000 

moved  from 

.IIIO 

6500 

.  1270 

.  1060 

22000 

machine  and 

.1230 

7000 

•  1385 

.  1162 

24000 

auxiliary  bar 

.1370 

7500 

•  1495 

.1270 

26000 

at  top  remov- 

.1540 

8000 

.1617 

.1364 

28000 

ed  and  yoke 

.  1640 

9000 

.1847 

.1560 

30000 

replaced  i  n 

.  1805 

IOOOO 

.  2060 

.1720 

Permanent  set  here 

32000 

machine  and 

•  1951 

12000 

.2549 

Yoke  re- 

of  No.  2.  .0198. 

34000 

pressure  ap- 

.2070 

14000 

.3050 

moved  from 

35000 

plied  in  di- 

.2140 

16000 

.3566 

machine  and 

37000 

rection  of  ar- 

.2350 

18000 

.4120 

auxiliary  bar 

40000 

rows  C  C. 

.2700 

20000 

.4700 

at  top  ap- 

42000 

Net  Strength — Frac- 

22000 

.  5330 

plied,  replac- 

Snapping  Sounds. 

ture  sound  and  of 

23OOO 

•  57 

e  d  in  m  a  - 

. 1 . 

strong  granular  ap¬ 
pearance. 

24000 

.6l 

chine  and 

24900 

pressure  ap- 

Net  strength — Frac- 

plied  in  di- 

ture  in  a  direction  near 

rection  of  ar- 

base  of  yoke. 

rows  B  B. 

78 


STREET  RAILWAYS. 


street  traffic  and  preserve  the  slot  to  an  exact 
width,  which  is  usually  about  three-fourths  of  an 
inch. 


Load  lbs. 

Closure. 

Inches, 

Permanent 

Closure. 

Inches, 

200 

.OI 

. 

800 

.055 

IOOO 

.07 

1200 

.085 

2000 

•15 

.005 

2600 

.  20 

3000 

•  235 

.015 

Fig.  159  illustrates  a  somewhat  different  meth¬ 
od  of  bracing  the  slot  rail,  in  which  it  will  be 


Fig.  159. — Street  Construction  Between  Yokes — Third 
Avenue,  New  York,  Cable  Line. 


noted,  a  flat  brace  is  employed,  having  two  bolts  by 
which  it  is  attached  to  the  slot  rail:  this  is  to  prevent 
the  tilting  of  the  slot  rail,  as  sometimes  happens 
when  the  tie  rod  is  attached  to  the  middle  of  the 


rail.  The  same  construction  also  provides  for  an 
adjustable  slot,  as  the  space  between  the  slot  rail 
and  the  arched  support  can  be  filled  with  asphalt 
or  some  material  that  can  be  melted,  and  the  slot 
widened  should  it  become  necessary.  The  object 
in  this  particular  construction,  of  giving  the  slot 


Fig  160. — Edinburgh  Northern  Tramway. 


rails  so  wide  an  arch  is  to  provide  for  running  the 
grip  jaws  very  near  the  surface,  thus  allowing  for 
a  more  shallow  conduit,  rendered  necessary  by  the 
presence  of  innumerable  pipes  in  the  streets. 

Fig.  160  illustrates  a  method  of  construction 
adopted  by  the  Edinburgh  Northern  Cable  Tram¬ 
way  of  Scotland,  that  can  be  built  for  a  mod¬ 
erate  cost.  The  cast  iron  yokes  weigh  135  lbs.  each. 
They  have  a  web  one  inch  thick  and  are  spaced 
three  feet  six  inches  apart.  The  slot  rails  are  of 
steel  and  weigh  thirty-nine  pounds  per  yard.  They 
are  of  peculiar  design  and  are  intended  to  lessen 
the  cost  of  construction  by  reducing  the  depth  of 
tube  and  providing  a  guard  for  the  grip  on  curves. 
This  is  done  by  setting  back  the  lower  member, 
which  forms  a  lower  vertical  plane,  against  which  a 


Fig.  i6i. — Edinburgh  Northern  Tramway. 
friction  roller  on  the  grip  rests  in  rounding  curves. 
The  conduit  is  nineteen  inches  deep  from  the 
surface  and  nine  and  a  half  inches  wide.  The  pul¬ 
ley  vaults  are  connected  with  a  six  inch  drain  pipe. 


CABLE  TRACTION. 


79 


The  inner  faces  of  the  slot  rails  should  be  ver¬ 
tical  to  prevent  horseshoe  calks  from  becoming 


Fig.  162. — Pulley  Vault — Lane  Sys¬ 
tem,  Providence,  R.  I. 

*wedged  in  the  slot.  The  practice 
of  rounding  the  edges  is  objec¬ 
tionable  for  the  reason  that  it 
becomes  a  trap  for  horse  shoes. 
In  case  the  slot  closes  a  trifle  from 
Drain  pipe  frost  pressure  or  heavy  traffic,  it 

is  sometimes  necessary  to  force  it  open  by  means  of 
iron  wedges  driven  in  with  heavy  hammers;  and  in 
some  cases  it  has  been  found  necessary  to 
chip  off  the  inner  surfaces  of  the  slot  rails  by 
means  of  a  cold  chisel. 

Roads  have  been  constructed  with  the  slot 
rail  two  inches  higher  than  the  track  rails. 

See  Fig.  143.  This  construction  is  objection¬ 
able  where  it  is  necessary  to  operate  cars  by 
horses  over  the  same  line,  as  the  slanting 
pavement  makes  an  unsuitable  track  for 
horses,  and  it  is  also  difficult  for  other  lines  to 
cross  such  a  construction.  It  is  desirable,  how¬ 
ever,  to  have  the  slot  rail  elevated  from  a  half 
inch  to  an  inch  above  the  track  rail  to  prevent 
water  and  dirt  from  entering  the  slot. 

In  the  early  construction,  as  before  stated, 
the  walls  of  the  tube  or  conduit  were  made  of 
plank.  Concrete,  however,  has  been  generally  sub¬ 
stituted  in  later  construction,  with  the  exception  of 
a  few  lines  which  employ  both  concrete  and  wood, 
as  shown  in  Fig.  162,  the  foundation  being  of  con¬ 


crete  and  the  sides  of  four  inch  creosoted  plank. 
In  this  system  the  conduit  is  reduced  in  depth  to 
twenty-one  inches  and  the  drainage  is  made 
independent  instead  of  along  the  bottom. 
With  this  construction,  it  is  claimed,  a  road  can 
be  built  at  less  cost  than  those  with  a  deep 
conduit,  but  there  is  a  good  deal  of  objection 
to  the  shallow  conduit  construction,  except  in 
favored  localities. 

As  to  the  quantity  of  concrete  to  be  used  and 
the  thickness  of  the  walls  of  the  tube,  practice  dif¬ 
fers.  In  localities  where,  on  account  of  the  high 
price  of  iron,  light  steel  yokes  are  used,  it  is  a 
growing  practice  to  use  large  quantities  of  con¬ 
crete,  and  to  depend  entirely  upon  the  strength 
of  the  concrete  walls  to  resist  the  side  pressure. 
(Fig.  141.)  In  other  localities  very  heavy  yokes  are 
used,  and  the  concrete  side  walls  are  made  only 
three  or  four  inches  thick,  but,  of  course,  with  a 
heavy  foundation. 

Figs.  163  and  164  illustrate  a  type  of  construc¬ 
tion  known  as  the  Isaacs’  concrete  road  bed,  in 
which  no  yokes  are  employed,  the  tube  being  con¬ 
structed  entirely  of  concrete.  The  conduit  is 
twenty-four  inches  deep.  The  walls  on  the  bot- 

- 22^ - 


Fig.  163. — Light  Section — Isaacs’  Concrete  Road  Bed, 
Oakland,  Cal. 

tom  are  about  fourteen  inches  thick,  and  the  lateral 
thickness  at  the  top  is  about  two  feet.  It  is  claimed 
that  on  lines  constructed  in  this  manner  the  ability 


8o 


STREET  RAILWAYS 


of  the  concrete  to  withstand  the  action  of  external 
forces  tending  to  slot  closure  is  equal  to  that  of 
iron  yokes,  and  that  there  is  a  saving  of  from  $15,- 
000  to  $20,000  per  mile  in  cost  over  yoke  construc- 

- - 1 - 2214- 


the  bottom  (Fig.  165),  and  when  placed  in  position, 
and  slightly  wedged  apart,  have  the  exact  form  of 
the  conduit  through  which  the  cable  is  to  run. 
These  forms  are  made  in  sections  of  four  or  five 
feet,  and  as  soon  as  the  wall  has  set  the 
wedge  is  removed  when  the  forms  collapse 
and  are  readily  moved  further  on  by  means 
of  hooks  introduced  through  the  slot,  or 


Fig.  164. — Heavy  Section — Isaacs’  Construction. 


Fig.  166. — Folding  Form  with  Trolley  Support. 


tion.  Tests  show  that  concrete,  made  of  the  best 
materials,  properly  mixed,  is  capable,  when  set,  of 
standing  a  compressive  strain  of  200  tons  to  the 
square  foot,  and  a  tensile  strain  of  fifteen  tons. 

Following  the  steps  of  ordinary  construction,  the 
yokes  having  been  arranged  in  the  trench,  the  slot 
and  track  rails  are  next  bolted  in  place,  when  the 
entire  iron  work  is  moved  to  line  and  grade,  and  is 


Fig.  165. — Folding  Form. 


supported  in  place  by  being  suspended  from  tem¬ 
porary  cross  timbers,  which  rest  on  the  sides  of 
the  trench.  The  concrete  is  next  put  in  and 
tamped  solid  under  the  yokes  and  around  the 
wooden  folding  forms  or  templets,  which  are  made 
in  two  pieces  and  commonly  hinged  together  at 


by  being  suspended  from  a  trolley  running  on  the 
slot  rail.  (Fig.  166.) 

Some  engineers  prefer  to  provide  concrete  foun¬ 
dations  or  piers  for  the  yokes,  and  place  them  to 
grade  before  attaching  the  rails.  This  practice  is 


Fig.  i66a. — Enlarged  View  of  Trolley  Wheel. 


followed  usually  where  the  streets  are  narrow,  in 
order  that  the  street  traffic  may  not  be  interrupted. 

Instead  of  employing  wooden  templets  to  form  a 
backing  for  the  concrete,  the  practice  is  quite  com- 


CABLE  TRACTION 


81 


mon  of  employing  oblong  steel  tubes  made  of  rolled 
plates,  about  one-fourth  of  an  inch  in  thickness, 
which  are  bolted  to  the  yokes  and  form 
a  lining  to  the  conduit.  This  arrangement 
is  shown  in  Figs.  146  and  174.  The  dotted 
lines  show  the  thickness  of 
walls.  Engineers  do  not  agree  as  to  the 
advantage  gained  by  the  use  of  the  steel 
lining.  The  metal  corrodes,  it  is  claimed, 
and  forms  no  support  for  the  concrete 


peditiously  performed,  however,  by  means  of  con¬ 
crete  mixers,  types  of  which  are  shown  in  Figs.  167 


Fig.  167. — Concrete  Mixer. 


and  168,  but  in  quality  this  is  not  considered  equal 
to  that  mixed  by  hand.  The  first  of  these  machines 


Fig.  168. — Cockburn  Concrete  Mixer. 


after  it  is  set.  Others  hold  that  there  is  a  saving 
of  time  in  construction  by  the  use  of  the  lining,  for 
it  is  not  necessary  to  wait  for  the  concrete  to  set 
before  beginning  a  new  section,  as  is  the  case  when 
forms  are  employed.  This  saving,  however,  would 
seem  to  be  balanced  by  the  extra  time  required  for 
fitting  the  lining  and  bolting  the  sections  in  place. 
The  materials — best  Portland  cement,  one  part  ; 
sand,  three  parts ;  broken  stone,  five  parts — of 
which  the  concrete  forming  the  tunnel  is  com¬ 
posed,  may  be  mixed  upon  a  platform  of  boards 
or  in  a  box,  and  water  being  added,  it  may  be 
thrown  in  place  from  the  box  by  means  of  shovels 
and  then  firmly  tamped.  This  work  is  more  ex¬ 


consists  of  a  long  box  having  a  spiral  conveyor 
running  from  end  to  end,  which  is  revolved  rapidly 


Fig.  169. 

by  a  stationary  engine,  and  discharges  the  mixture 
into  the  proper  place  between  the  tracks,  water  be¬ 
ing  added  from  an  overhead  supply  pipe.  The  en- 


82 


STREET  RAILWAYS. 


tire  mechanism  being  mounted  upon  wheels,  it  is 
readily  moved  ahead  on  the  track  as  a  given  por¬ 


tion  of  the  trench  is  filled  up.  The  second  is  made 
with  an  iron  tubular  casting  open  on  the  top,  and 
the  spiral  has  paddles  set  in  opposite  directions,  the 
greater  number  pushing  toward 
the  delivery,  so  that  ultimately  the 
material  finds  its  way  out. 

Sand  is  then  placed  upon  the 
concrete,  forming  a  bed  for  the 
pavement.  The  top  of  the  con¬ 
duit  next  to  the  slot  rails  is  sometimes 
formed  by  steel  paving  plates,  extending 
from  yoke  to  yoke,  and  resting  with  one 
side  on  the  concrete  and  the  other  on 
the  lower  edge  of  the  slot  rail,  as  shown 
in  Fig.  140 

The  patterns  of  carrying  pulleys  and 
the  methods  of  mounting  them  in  the  con¬ 
duit  vary  about  as  much  as  the  different 
types  of  yokes.  They  are  usually  placed  from 
thirty  to  forty  feet  apart  except  on  the  crowns 
of  hills  where  the  grade  suddenly  changes; 
and  here  they  should  be  placed  very  close 
together  to  support  the  down  pull  of  the 
cable,  or  a  forty  inch  crown  sheave  may  be 
substituted.  Fig.  169  is  an  illustration  of  a  common 
cast  iron  groove  pulley  about  twelve  inches  in  diam¬ 
eter,  mounted  with  its  journal  boxes  on  an  iron 
frame,  which  in  turn  rests  on  a  wooden  frame,  and 
being  placed  in  the  conduit  is  supported  between 
the  two  yokes.  (Fig.  140.) 

In  most  systems,  however,  a  chamber  or  pulley 


vault  is  provided  in  the  side  of  the  conduit,  having 
a  manhole  with  cover  flush  with  the  pavement, 
through  which  access  is  had  to  the  pulley  for 
oiling,  inspection  and  renewal,  and  through  which 
any  accumulation  of  dirt  and  snow  may  be  re¬ 
moved.  This  is  shown  in  Figs.  170,  171,  172.  In 
the  construction  of  some  lines  a  very  large  pulley 
vault  is  provided,  made  of  cast  iron  plates  or  with 
concrete  walls,  sometimes  four  feet  long  and  four 
feet  deep.  In  the  side  of  this  the  carrying  pulley 
is  mounted  on  a  suitable  frame,  while  the  iron 
cover  full  length  of  the  vault  has  in  the  middle  a 
small  hand  hole  with  separate  cover  through  which 
the  bearings  may  be  oiled.  One  objection  to 
large  manhole  covers  is  the  difficulty  of  fitting 
them  accurately  to  the  frame  so  that  they  will  not 
tilt  and  rattle  when  vehicles  pass  over  them.  Peo- 


Fig.  i  71. — Pulley  Vault  for  Duplicate  Cables,  Tenth 
Avenue,  New  York  Line. 

pie  living  along  lines  constructed  with  the  large 
covers,  sometimes  complain  of  being  disturbed  at 


CABLE  TRACTION. 


83 


night  by  the  sounds  produced  in  the  manner  above 
described.  Fig.  162  illustrates  a  very  compact 


pulley  vault  of  cast  iron,  circular  in  form,  and  only 
about  eighteen  inches  in  diameter.  With  this  con¬ 
struction  the  pulley  is  mounted  on  an  adjustable 


and  pulley  may  be  lifted  out  at  the  manhole.  In  a 
double  track  road  the  opposite  vaults  are  some¬ 
times  connected  by  a  cross  vault  with  one  manhole 
between  the  tracks,  as  illustrated  by  Figs.  173. 

Figs.  150,  1 7 1,  173,  174  are  designs  of  yoke,  con¬ 
duit  vault  and  cover  for  a  duplicate  cable  system  in 
which  two  ropes  are  operated  in  the  same  conduit, 
each  entirely  independent  of  the  other,  and  so 


Fig.  172A. — Manhole  and  Grip  Hatch  Cover — 
Broadway,  New  York,  Line. 

arranged  at  the  driving  station  that  if  one  rope  or 
its  machinery  should  become  disabled  the  second 
rope  can  be  brought  into  immediate  use.  By  this 
arrangement  a  road  can  be  operated  continuously 
day  and  night,  and  ample  time  can  be  had  for  in¬ 
spection  and  for  making  needed  repairs  to  the  idle 
cable  and  machinery.  In  this  system  the  carrying 
pulleys  are  mounted  in  pairs,  the  grooves  support¬ 
ing  the  cables  being  slightly  on  each  side  of  the 


PORTLAND 

CEMENT 

CONCRETE 


CONCREjj 


^ORTCA’ 


Fig.  173. — Cross  Vault  with  Single  Manhole — Third  Avenue,  New  York,  Line. 


triangular  frame,  overhanging,  both  the  bearings  slot.  (Figs.  173  and  176.)  These  particular  wheels 
being  on  one  side.  The  frame  is  held  in  place  by  are  made  with  six  light,  round,  wrought  iron  arms 
a  cam  lever,  and  by  releasing  the  lever  the  frame  which  render  them  light  and  durable.  It  is  custom- 


84 


STREET  RAILWAYS. 


ary,  when  it  is  found  necessary  to  change 
from  one  cable  to  another  in  the  dupli¬ 
cate  system,  to  start  up  the  idle  cable 
and  keep  both  in  operation  long  enough 
for  all  the  cars  to  reach  the  terminals 
of  the  line,  and,  by  changing  a  single 
sheave  at  the  end  of  the  line,  each  car 
as  it  starts  on  the  return  trip  will  be 
transferred  to  the  other  rope  without 
any  attention  on  the  part  of  (he  gripman. 

There  are  numerous  patterns  of  carry¬ 
ing  pulleys  in  use,  varying  in  diameter 
from  nine  to  twenty-two  inches,  some 
made  of  solid  cast  iron,  others  of  a  com¬ 
bination  of  wrought  iron  and  cast  iron 

Fig.  173A. — Third  Avenue,  New  York,  Cable  Line. 

as  above.  Another  pattern  of  the  latter 

is  shown  in  Fig.  177  which  represents  a  pulley  this  type  of  pulley  is  used  the  spindle  should  be 
fourteen  inches  in  diameter,  having  wrought  pressed  in,  otherwise  it  is  liable  to  work  loose, 
spokes,  cast  hub,  and  a  cast  rim  chilled  through,  rendering  it  necessary  to  remove  the  pulley  before 


Fig.  174. — Sheave  Pits  and  Grip  Hatch,  Broadway,  New  York,  Cable  Line. 


The  spindle  is  of  hardened  steel  and  the  bearings 
are  turned  down  to  eleven  sixteenths  of  an  inch. 
The  weight  is  about  twenty-two  pounds.  In  case 


it  is  worn  out.  Fig.  178  illustrates  an  adjustable 
chilled  rim  pulley,  in  which  the  rim  may  be  renewed 
when  worn.  Another  adjustable  pulley  having 
three  parts,  is  shown  in  Fig.  179. 
The  parts  of  sectional  pulleys  require 
to  be  accurately  fitted  to  prevent  their 
working  loose  and  rattling  under  the 
peculiar  forces  acting  upon  them. 

Fig.  180  illustrates  a  cast  pulley 
with  chilled  face.  Chilled  rim  pulleys 
will  last  from  six  to  eight  times  as 
long  as  ordinary  cast  pulleys.  The 

Fig.  174A. — Conduit,  Sheave  Pit  and  Grip  Hatch — Broadway,  New  grooves  of  chilled  pulleys  should  be 

York.  Cable  Line.  smoothed  up  on  an  emery  wheel  be- 


CABLE  TRACTION 


Fig.  175.— Carrying  Pulleys  for  Duplicate  Cables. 


Fig.  180. — Chilled  Cast 
Pulley. 


Fig.  179. — Three  Part  Adjustable  Pulley. 


Fig.  176. — Carrying  Pulleys  for  Duplicate  Cables. 


Fig.  177. — Combination  Pulley, 


Fig.  178. — Two  Part  Adjustable  Pulley. 


86 


STREET  RAILWAYS 


fore  they  are  put  in  service.  It  is  the  practice  on 
some  lines  to  line  the  groove  of  the  carrying  pul¬ 
leys  with  babbit  or  other  soft  metal,  the  design 
being  to  protect  the  cable  and  to  deaden  the  sound 


Li Jr 

Fig.  181. — Journal  Box  for  Carrying  Pulleys. 
or  hum  of  the  cable  and  pulleys  in  the  conduit. 

It  is  a  question  in  the  minds  of  engineers  whether 
by  lining  the  sheaves  there  is  really  any  saving  in 
operating  expenses.  It  undoubtedly  adds  to  the 
life  of  the  cable,  but  this  is  offset  by  the  expense  of 
renewing  the  lining  and  the  liability  of  the  soft 
metal  taking  the  lay  of  the  rope,  so  that  the  matrix 
formed  in  the  surface  cuts  the  dressing  out 
of  the  rope  between  the  strands.  By  com¬ 
parison  of  the  wear  of  the  groove  and  that 
of  the  cable  the  advantage  is,  in  point  of 
economy,  in  favor  of  the  chilled  groove. 

The  diameter  of  the  carrying  pulley  has 
little  to  do  with  the  power  necessary  to 
drive  the  rope.  The  best  practice  favors 
twelve  inches.  The  diameter  of  the  bear¬ 
ing,  however,  is  an  important  consideration 
and  should  be  made  as  small  as  possible, 
consistent  with  safety.  Care  should  be 


Carrying  pulleys  should  be  mounted  in  a  suitable 
journal  box  having  ample  oiling  facilities.  A  pat¬ 
tern  of  box  that  is  extensively  used  is  illustrated 
in  Fig.  181.  It  is  hung  on  trunnions  and  has  an 

end  chamber,  which,  being 
packed  with  waste,  prevents 
the  escape  of  oil  at  the  spin¬ 
dle.  With  this  box  a  pulley 
will  run  several  months  with¬ 
out  attention. 

The  curve  construction  for 
a  cable  road  has  taxed  the 
ingenuity  of  engineers  more 
than  any  other  part  of  the 
work,  and  here  again  we  find 
a  great  diversity  of  practice. 
A  special  pattern  of  yoke  is 
required  for  curve  construc¬ 
tion,  and  the  pulleys  are,  usu¬ 


ally,  placed  near  together  in  a  horizontal  position  as 
in  Fig.  182  the  side  pressure  of  the  cable,  between 
600  and  800  lbs.  on  each  pulley,  being  sufficient  to 
hold  it  firmly  against  the  pulleys.  A  guard  rail  is, 
usually,  placed  just  above  the  curve  pulleys  which, 
following  the  contour  of  the  slot,  provides  a  rest  for 
the  grip  on  which  it  slides  in  passing,  and  holds  the 


taken  that  the  pulley  be  made  perfectly  round, 
otherwise  a  disagreeable  pounding  will  occur.  The 
noise  of  the  running  cable  which,  in  some  instances, 
is  so  annoying  to  the  residents  along  the  line,  may 
be  greatly  reduced  by  resting  the  pulley  frames 
on  some  fibrous  material  or  by  mounting  the 
spindles  upon  lignum  vita  bearings. 


cable  out  from  the  pulley.  (Figs.  183  and  184.)  In 
some  cases  the  slot  rail  is  so  arranged  as  to  perform 
the  functions  of  a  guard  rail  also.  (Figs.  185  and 
160.)  The  curve  pulleys  are,  usually,  made  with  a 
wide  face  and  bottom  flange  upon  which  the  cable 
rides.  Fig.  186  illustrates  box  and  bearing  for  curve 
pulleys  having  a  set  screw  for  adjusting  the  pulley 


CABLE  TRACTION. 


87 


and  taking  up  the  wear  from  the  end  of  the  shaft.  188,  are  sometimes  employed  on  curves  in  place  of 
A  beveled  babbit  bearing  supports  the  shaft.  In  vertical  faced  pulleys. 

some  cases  the  curve  pulleys  are  made  without  a  The  diameter  of  curve  pulleys  varies  from  fif- 
flange  and  a  long  carrying  pulley  is  placed  between  teen  inches  to  four  feet,  depending  somewhat  upon 


Fig.  183. — Curve  Pulley  and  Guard  Rail.  Fig.  188. — Method  of  Mounting  Cone  Shaped  Curve  Pulley. 


Fig.  184.— Curve  Pulley. 


Fig. 


186. — Bearing  for  Curve  Pulley  Spindle. 


Fig.  185. — Curve  Pulley  Mounted  from  the  Top — Providence,  Fig.  187. — Curve  and  Carrying  Pulley 

R.  I.,  Line.  Combined. 


two  curve  pulleys  to  support  the  cable  and  prevent 
its  being  chafed  and  worn  by  the  flange,  Fig.  187. 
Where  the  horizontal  pulleys  are  placed  close  to¬ 
gether  the  intermediate  carrying  pulley  is  not 
required.  Vertical  cone  pulleys,  illustrated  in  Fig. 


the  radius  of  the  curve.  Practice  has  established 
the  fact  that  it  requires  less  power  to  operate  a 
cable  around  an  ordinary  curve  upon  large  pulleys 
than  on  small  ones,  and  that  with  the  large  pulleys 
the  cable  has  a  much  longer  life.  The  power 


88 


STREET  RAILWAYS. 


required  to  drive  a  curve  pulley  is  in  about  the 
same  proportion  as  its.  peripheral  diameter  is  to 
the  diameter  of  the  spindle.  A  large  pulley  also 
lasts  much  longer  than  a  small  pulley.  In  either 


Fig.  189. — Curve  Construction — Baltimore  Passenger  Railway. 


self  explanatory.  Fig.  191  illustrates  a  form  of 
curve  pulley  designed  for  use  on  the  duplicate 
system.  It  really  consists  of  three  wheels  on  the 
same  shaft.  The  upper  one  is  thirty-two  and 
the  lower  one  forty  inches  in  di¬ 
ameter.  The  top  wheel  has  a  flat  face, 
against  which  the  grip  takes  bearing 
in  passing.  The  inner  cable  runs 
against  the  single  groove  sheave  be¬ 
tween  the  top,  flat  faced  wheel  and 
the  lower  wheel.  The  latter  is  conical 
in  form,  and  has  a  spiral  groove  for 
guiding  the  outer  and  lower  rope 
(when  in  use)  down  to  its  proper  line 
after  the  grip  has  passed. 

Curve  pulleys  may  be  cast  in  sec¬ 


case  the  pulleys  should  be  placed  as  close  together 
as  possible,  except  on  curves  of  very  long  radius. 

The  power  required  to  operate  a  cable  on  a  curve 
is  not  by  any  means  all  absorbed  by  the  mere  turn¬ 
ing  of  the  pulleys  upon  their  bearings,  but  it  is 
largely  required  for  bending  the  cable  an  indefinite 
number  of  times  as  it  passes  the  pulleys. 

If  the  curve  pulleys  are  of  the  proper  size 
and  placed  near  together,  the  cable  is  not 
injured  as  much  as  it  is  likely  to  be  over 
small  pulleys  placed  too  far  apart.  Fig.  185 
shows  a  novel  method  of  mounting  a 
curve  pulley.  In  this  system  the  pulleys 
are  nearly  four  feet  in  diameter,  extending 
under  the  rail,  but  so  mounted  in  a  sus¬ 
pended  trunnion  bearing  that,  by  releasing 
the  cam  lever  which  anchors  them  to  the 
slot  rail,  they  can  be  tilted  up  and  removed 
through  the  opening  between  the  slot  and 
track  rail.  It  will  be  noted  in  the  same 
figure  that  the  bottom  of  the  conduit  is 
lined  with  wood  coming  close  up  to  the 
flange  of  the  sheave.  This  is  designed  to  prevent 
the  cable  from  ever  being  drawn  under  the  sheave 
in  case  it  should  become  slack  and  drop  below  the 
flange.  The  cover  is  also  provided  with  a  hand  hole 
through  which  the  oil  box  at  the  top  of  the  bearing 
may  be  filled.  In  Figs.  189,  190,  190A  are  shown 
approved  forms  of  curve  construction,  which  are 


tions  the  same  as  carrying  pulleys,  and  so  arrang¬ 
ed  that  the  portion  worn  by  the  cable  can  be  re¬ 
newed  without  renewing  the  entire  pulley. 

Curves  are  the  bane  of  cable  construction.  Their 
first  cost  is  enormous;  they  consume  power,  ma¬ 
terially  shorten  the  life  of  the  rope,  and  area  source 


Fig.  190. — Position  of  Curve  Pulley- 

Railway. 


Street  Aaiiwa 

Baltimore  Passenger 


of  endless  care  and  anxiety  to  the  management. 
So  many  difficulties  attend  the  operation  of  cables 
around  curves  that  several  roads  have  abandoned 
the  pulley  construction,  where  the  grades  are  suita¬ 
ble,  and  turn  the  rope  by  means  of  one  large  sheave. 
In  this  case  the  grip  is  released,  and  the  car  is  float- 
ted  over  the  curve  by  momentum  or  gravity,  when 


CABLE  TRACTION. 


89 


the  rope  is  again  picked  up.  In  our  opinion  a 
sliding  contact  could  be  provided  for  the  rope 
on  curves  in  place  of  the  usual  pulley  construction. 
This  might  consist  of  an  endless  belt,  composed  of 


tion,  the  rope  is  placed  between  the  grip  jaws. 
Depression  pulleys,  as  illustrated  in  Figs.  193  and 
194,  are  used  to  keep  the  rope  down  in  its  place 
where  there  is  a  sudden  change  of  grade  upon  a 
line,  as  when  crossing  a  level  street  on  a  steep 
grade,  or  at  the  foot  of  a  narrow  valley.  These 


wooden  blocks,  each  about  a  foot  long,  slightly 
rounded  at  the  ends,  bored  out  lengthwise,  and 
strung  like  beads  on  a  small  wire  rope  or  chain, 
which,  being  mounted  in  a  concave  curved  bearing 
facing  the  conduit,  would  provide  a  suitable  rest 
for  the  rope,  and  being  properly  lubricated  would 
easily  slide  around  the  curve,  completing  the 
circle  through  a  blind  conduit  or  tube,  under 
the  pavement.  With  this  device  the  rope 
would  bend  easily  to  the  arc  of  the  curve,  and 
less  power  would  be  consumed. 

In  this  connection  we  illustrate  a  set  of 
elevating  sheaves,  Fig.  192,  which  also  have 
been  designed  for  use  with  duplicate  cables. 
These  are  placed  at  the  point  where  the  rope 
passes  into  the  conduit  from  the  power 
house,  or  near  the  end  of  the  line,  and  are 
used  to  elevate  the  ropes  to  a  line  where  they 
may  be  received  by  the  grip.  Ordinarily,  ele¬ 
vating  sheaves  arc  set  in  a  line  with  the  slot,  and 
the  grip  is  guided  around  them  by  short  reverse 
curves  made  in  the  slot  and  track  rails.  To  ob¬ 
viate-  the  necessity  of  these  curves,  the  tilting 
sheaves  were  designed.  These  are  placed  ii\  a 
frame  having  trunnions  at  the  ends  on  which  the 
wheel  tilts,  and  are  in  a  line  with  the  travel  of  the 
grip,  but,  by  means  of  a  long  horizontal  lever  oper¬ 
ated  by  the  grip  as  it  approaches,  they  are  tilted 
to  one  side,  and,  as  they  assume  their  former  posi¬ 


are  usually  small  sheaves  arranged  near  together 
on  each  side  and  underneath  the  slot.  Against 
these  pulleys  the  rope  rides  when  the  strain  over¬ 
comes  the  sag  due  to  its  own  weight,  and  they  pre¬ 
vent  it  from  being  chafed  and  worn  by  bearing 
against  the  under  side  of  the  slot  rail.  The  grip 


Fig.  191. — Spiral  Groove  Curve  Pulley— Tenth  Avenue, 
New  York,  Line. 


in  passing  depresses  the  rope  enough  to  clear  the 
pulleys.  There  are  other  devices  for  this  purpose 
in  which  the  pulleys  are  carried  by  counter  weighted 
levers,  or  upon  vibrating  frames  which  move  to  one 
side  as  the  grip  passes  and  return  to  their  former 
position  before  the  rope  rises. 

It  is  usually  the  practice  in  cable  road  construc¬ 
tion  to  pave  all  or  a  portion  of  the  surface  between 
the  slot  and  track  rail  on  the  inside  of  a  curve  with 
iron  plates  having  corrugated  surfaces.  These 


9° 


STREET  RAILWAYS. 


plates  make  a  durable  pavement,  and  they  may  be 
readily  moved  for  inspecting  the  pulleys  beneath. 


Fig.  192. — Tilting  Sheaves  for  Placing  Rope  in  Grip. 


(See  Fig.  195.)  Sometimes,  however,  oak  planks  are 
used  for  this  purpose,  and  also  for  pulley  vault 
covers,  but  are  not  very  durable. 

Roads  have  been  constructed  with  a  subway  be¬ 
tween  the  tracks  deep  enough  for  a  person 
to  enter,  and  from  which  curve  pulleys  can 
be  renewed  or  adjusted.  This  is  a  con¬ 
venient  and  not  very  costly  arrangement. 

In  this  case  the  surface  is  paved  in  the 
ordinary  manner. 

Proper  drainage  is  an  important  factor 
in  cable  construction.  This  may  be  pro¬ 
vided  for  by  connecting  the  conduit  by 
drain  pipes  to  the  sewer  at  suitable  inter¬ 
vals,  or  a  line  of  sewer  pipe  may  be  laid 
along  the  street  between  the  tracks,  con¬ 
necting  a  series  of  pulley  vaults,  which  in 
turn  may  empty  into  the  sewer  or  other 
channel.  (See  Figs.  160,  161,  162.)  In  case 
the  line  is  built  upon  streets  having  no 
system  of  sewers,  it  is  necessary  to  lead 
drain  pipes  into  cesspools  from  which  the  water 
must  be  removed  by  pumping.  See  Figs.  171  and 
173.  Great  care  should  be  exercised  to  prevent 


an  accumulation  of  water,  or  sand  in  the  pulley 
vaults,  for  if  the  sand  should  block  the  pulleys,  or 
if  they  should  be  stopped  by  the  freezing  of  the 
water,  the  cable  would  soon  cut  them  out  or  pro¬ 
duce  flat  spots  that  would  render  them  unfit  for 
further  service.  It  is  not  usually  found  necessary 
to  trap  the  sewer  connections  of  a  cable  con¬ 
duit.  In  some  large  cities,  however,  it  is  required. 

The  cars  may  be  transferred  from  one  track  to 
the  other  at  the  terminals  of  a  cable  road  by  a 
switch,  a  turntable  or  by  means  of  a  loop.  In  case 
a  switch  or  turntable  is  provided,  the  cable  passes 
around  a  large  horizontal  sheave  mounted  in  a  pit 
near  the  end  of  the  line,  as  shown  in  Figs.  196,197  and 
197A.  On  the  incoming  line  the  cable  is  deflected  to 
one  side  of  the  slot  which  releases  it  from  the  grip, 
and  an  opening  or  grip  hatch  is  provided  through 
which  the  grip  may  be  lifted  from  the  conduit.  (See 
Fig.  174.)  These  hatches  are  also  provided  at  inter¬ 
vals  along  the  line,  having  hinged  covers,  so  that  a 
grip  may  be  removed  in  case  it  should  become  dis¬ 
abled  cn  route ,  or  it  becomes  necessary  to  switch 
from  one  track  to  the  other.  When  a  turntable  is 
employed  it  is  usually  operated  by  means  of  friction 
gear  and  clutches  connected  with  the  terminal 


sheave.  The  loop  construction  may  be  laid  in  the 
street,  or  the  line  may  be  led  around  a  block.  In 
either  case  the  ordinary  curve  construction  is  em- 


CABLE  TRACTION. 


91 


ployed,  as  shown  in  Fig.  198,  which  is  known  as 
the  balloon  loop.  It  will  be  noted,  by  reference  to 
this  figure,  that  the  second  pulley  at  the  beginning 
of  each  curve  is  omitted;  this  is  done  in  order  that 
the  cable  may  exert  sufficient  side  pressure  on  the 


first  pulley  to  cause  it  to  turn.  Ordinarily  the 
side  pull  of  the  cable  on  the  first  pulley  of  a  curve 
is  only  half  as  much  as  on  each  of  the  others 
where  they  are  equally  spaced. 

The  choice  between  a  switch,  turntable  or  loop  at 
the  terminals  of  a  cable  line  is  determined,  usually, 
by  the  amount  of  traffic,  the  width  of  the  street, 
and  the  type  of  grip  car  in  use.  On  lines  operated 
with  the  ordinary  open  grip  car  or 
dummy,  and  on  some  lines  with  a 
double  grip  on  an  ordinary  car,  that 
can  run  either  end  forward,  the  ordi¬ 
nary  cable  switch  is  employed.  This 
is  so  arranged  that  not  only  the  rail 
but  the  grip  slot  as  well  is  provided 
with  a  movable  switch  point  or  tongue 
for  diverting  the  car  from  one  track 
to  the  other  (Fig.  197B.)  If  possible, 
the  switch  should  be  constructed  on  a  slight 
grade,  so  that  the  car  can  be  transferred  by  gravity, 
thus  saving  the  expense  of  a  horse  for  the  purpose. 
The  crossover  may  be  arranged  for  either  the 
incoming  or  outgoing  car.  In  the  former  case  the 
cable  is  dropped  on  approaching  the  switch,  and 
the  grip  car,  being  uncoupled  from  the  trailer, 
passes  over  and  couples  on  to  another  trailer 


already  in  waiting  on  the  end  of  the  return  track, 
the  grip  car  being  in  position  to  pick  up  the  cable 
and  start  on  the  return.  In  the  second  case  the 
cable  is  held  till  the  crossover  is  passed  and  the 
trail  car  is  uncoupled  and  passes  the  crossover,  first 
coming  in  behind  a  grip  car  already  in  wait¬ 
ing  and  in  position  to  pick  up  the  cable.  The 
last  grip  car  in  then  drops  over  and  remains 
in  waiting  for  the  trail  car  of  the  next  train. 
These  switch  combinations  for  a  dummy  and 
trailer  may  be  varied  to  suit  the  grades  and 
conditions  of  traffic.  In  case  the  trailer  is  a 
horse  car  which  must  continue  over  a  con¬ 
necting  line,  the  grip  car  only  makes  the 
switch,  and  remains  in  waiting  for  the  arrival 
of  its  return  tow  or  trailer.  A  very  good  con¬ 
struction  for  a  flying  switch  for  a  grip  car 
only  is  made  with  the  rails  of  the  crossover 
elevated  two  or  three  inches  above  the  track 
rails,  and  the  wheels  of  the  grip  car  being  pro¬ 
vided  on  their  inner  faces  with  a  second  tread  of 
less  diameter  than  the  rail  tread,  take  this  elevated 
rail  and  transfer  the  car  without  the  intervention 
of  tongues  or  frogs. 

Trains  or  long  cars  may  be  transferred  by  means 
of  a  turntable,  provided  it  is  made  large  enough. 
There  are  some  in  use  thirty  feet  in  diameter.  The 


tracks  on  the  table  must  be  provided  with  slot  and 
tube  way  for  the  grip,  forming  a  continuation  of 
the  conduit  on  the  incoming  and  outgoing  tracks. 
On  approaching  the  table  the  rope  is  dropped  and 
the  car  is  run  upon  it  by  momentum,  and  after 
being  turned  it  may  be  hauled  to  position  on  the 
outgoing  track  by  means  of  a  rope  wound  upon  a 
windlass  placed  under  the  surface  of  the  street  and 


Fig.  194. — Depressing  Pulleys. 


Fig.  195 — Curve  Paved  with  Iron  Plates — 125TH  Street,  New  York. 


92 


STREET  RAILWAYS. 


driven  with  power  derived  from  the  cable  by  means  quickly,  without  special  attendants.  The  loop  may 
of  friction  gear  which  is  set  in  motion  by  a  hand  be  operated  at  full  speed  by  the  main  cable,  or  an 


Fig.  196. — Terminal  Sheave  and  Pit. 


lever.  Another  hand  lever  serves  to  set  the  table  in 
motion  by  means  of  friction  gear,  as  before  noted. 


Fig.  197. — Terminal  Sheave. 


auxiliary  cable  may  be  provided,  which  is  operated 
at  a  slower  speed  by  means  of  gears  and  drums 
driven  from  the  main  cable.  When  the 
loop  is  in  the  vicinity  of  the  power  house 
the  auxiliary  cable  may  be  driven  by 
special  machinery  in  the  power  house 
and  conducted  to  the  curve  through  a 
blind  conduit. 

While  the  loop  is  the  ideal  method  for 
turning  cars  it  is  expensive  in  first  cost, 
absorbs  power  and  is  very  hard  on  the 
rope.  Other  things  being  equal  a  cable 
line  should  be  so  designed  that  the  rope 
will  be  required  to  do  the  least  possible 


In  order  to  provide  for  the  dispatch  of  cars  in 
rapid  succession  the  turntable  may  be  provided 
with  two  sets  of  tracks  so  disposed  that  when  one 
car  is  turned  and  headed  for  its  return  track  the 
other  set  of  tracks  on  the  table  is  in  position  to 
receive  another  incoming  car  from  the  main  track. 
Two  or  more  outgoing  tracks  or  special  sideways 
may  also  be  provided,  which  converge  into  the 
main  line  at  a  suitable  distance  and  thus  facilitate 
the  dispatch  of  cars.  This  is  a  valuable  feature, 
especially  where  the  cars  of  various  lines  have  a 
common  terminal.  In  some  cases  both  switches 
and  hand  turntables  are  provided  at  the  terminals. 
The  ideal  terminal,  however,  is  the  loop  which 
provides  for  turning  cars  or  trains  of  any  length 


work.  Curves,  loops  and  auxiliary  machinery 
should,  if  possible,  be  avoided. 


1 


CABLE  TRACTION. 


93 


Fig,  197B. — Crossover  Switch — Broadway,  New 
York,  Cable  Line. 

Whenever  a  loop  is  employed  it  will  be  found 
of  great  advantage  to  operate  some  portion  of  it 
through  a  building  on  the  company’s  property, 
where  the  tracks  can  be  led  over  open  pits,  thus 
providing  facilities  for  inspecting  and  oiling  the 
grip  at  each  trip  if  necessary.  These  pits  are  usu¬ 
ally  provided  with  steam  pipes  or  stoves  for 
warming,  with  electric  or  other  lamps,  and  with 
suitable  elevating  sheaves  for  removing  and  re¬ 
placing  the  cable  in  the  grip. 

Various  devices  are  used  for  replacing  the 
cable  in  the  grip  after  dropping  it  at  the  ter¬ 
minals,  when  passing  the  power  house  or  at  cross¬ 
ings.  The  device  usually  depends  upon  the  pat¬ 
tern  of  grip  in  use.  In  some  cases  a  slight  bend 
in  the  track  and  slot  rails,  or  in  the  slot  rails 
only,  serves  to  swing  the  grip  to  one  side,  and 
the  jaws  being  open  the  cable  passes  out,  and  is 
returned  in  the  same  way.  The  same  thing  may 
be  accomplished  by  means  of  a  wheel  and  lever 
called  a  “gipsy.”  This  lever  is,  preferably,  con¬ 


structed  of  inch  and  a 
half  gas  pipe  supported 
by  trunnion  bearings  be¬ 
tween  two  yokes.  The 
lever  extends  across  the 
conduit  and  carries  a 
conical  roller  six  inches 
long,  six  inches  in  di¬ 
ameter  at  one  end,  and  two  and  a  half 
inches  at  the  other.  By  means  of  a 
chain  attached  to  the  end  of  this  lever 
and  coming  up  through  a  hole  in  the  sur¬ 
face  of  the  street,  the  roller  is  lifted  andi 
striking  against  the  rope,  not  only  raises 
it,  but  causes  it  to  describe  a  half  circles 
drawing  it  out  to  one  side,  and  when  at 
a  proper  height  it  slides  down  to  the 
small  end  of  the  roller  and  into  the  side 
of  the  grip.  The  chain  may  be  operated 
by  an  attendant  or  by  the  conductor 
who  leaves  his  car  for  this  purpose. 


100  ft 

Fig.  iq8. — Baloon  Loop. 


94 


STREET  RAILWAYS. 


On  some  foreign  lines  an  automatic  rope  lift¬ 
ing  device  is  employed,  which  is  illustrated  in 
Figs.  199  and  200.  A  lever  with  which  the  grip 
shank  comes  in  contact  is  hung  just  beneath  the 


1 


StrccFliaihcay  Jti- ' 

Fig.  199. — Automatic  Rope  Lifting  Gear. 

slot  and  being  swung  around  by  the  passing  grip, 
lifts  the  rope  into  place. 

With  some  patterns  of  bottom  grips  the  cable  is 
picked  up  by  depressing  the  grip;  others  are  pro¬ 
vided  with  special  hooks  for  this  purpose,  while 
another  picks  up  the  cable,  as  the  car  passes  a 
slight  vertical  dip  in  the  tracks. 

In  connection  with  the  ordinary  tube  switch  for 
branching  lines,  automatic  safety  appliances 
are  sometimes  provided  which  reset  the 
switch  and  prevent  the  car  from  starting 
around  the  curve  while  the  cable  holds  the 
grip  to  the  straight  line  in  cases  where  the 
gripman  fails  to  drop  the  cable  in  time.  This 
device  usually  consists  of  a  long  shaft,  hav¬ 
ing  a  roller  at  one  end  and  connected  with 
the  switch  lever  by  bell  cranks.  This  shaft 
being  mounted  to  one  side  of  the  conduit,  is 
revolved  when  the  switch  lever  is  moved,  and 
the  roller  is  brought  on  top  of  the  rope  in 
position  to  be  lifted  in  case  the  grip  fails  to 
let  go  of  the  rope.  In  case  it  is  lifted  the 
switch  is  closed  and  the  car  keeps  on  the  main 
line.  It  can  then  be  stopped,  backed  up  and  moved 
around  the  curve  without  injury  to  the  rope  or 

griP- 

In  place  of  safety  appliances,  some  lines  station  a 
watchman  at  all  points  where  the  cable  is  dropped, 


whose  duty  it  is  to  watch  the  cable  through  an 
opening  in  the  pavement,  and  to  notify  the  grip- 
man  in  time  to  prevent  accidents  in  case  the  grip 
fails  to  let  go  of  the  rope.  At  all  points  where  the 
cable  is  to  be  dropped  and  picked  up  a  sign  of 
some  kind  should  be  placed  to  notify  the  grip 
driver  where  to  manipulate  the  grip  or  brakes.  A 
durable  sign  for  this  purpose  may  be  made  of  sheet 
iron  and  should  be  properly  lettered  with  the 
words  “  Let  go  ;  ”  “  Take  up  ;  ’’  “  Stop,”  At  night 
the  signs  should  be  provided  with  signal  lanterns. 
As  there  are  always  new  men  being  employed, 
safety  devices  of  this  kind  should  never  be  dis¬ 
carded. 

Where  lines  are  operated  in  snow  regions  it  is 
found  to  be  of  advantage  to  place  a  line  of  two-inch 
steam  pipes  in  the  bottom  of  the  conduit,  with 
valves  and  connections  at  suitable  intervals, 
through  which  live  steam  can  be  admitted  from  a 
portable  boiler,  for  the  purpose  of  melting  any 
accumulation  of  snow  that  may  drift  through  the 
slot,  and  which  would  interfere  with  the  free  move¬ 
ment  of  the  cable  or  pulleys 

One  of  the  difficult  problems  to  solve  in  cable 
construction  is  to  provide  suitable  support  for  the 


1  fi 


Mi 

'Jm 


!  I 


I 


Plan  i 

Fig.  200. — Automatic  Rope  Lifting  Gear. 

rails  at  crossings,  especially  where  the  line  to  be 
crossed  is  a  steam  road,  and  to  make  at  such  cross¬ 
ings  a  comparatively  smooth  track  for  the  cars. 
Most  steam  roads  will  no;  allow  their  rails  to  be 
notched  for  the  flange,  and  if  the  track  and  slot 
rails  are  placed  higher  than  the  steam  rails  they 


CABLE  TRACTION. 


95 


are  liable  to  be  broken  by  the  wide  tread  of  the 
locomotive  drivers.  In  case  the  rail  of  the  steam 
line  cannot  be  notched  for  the  passage  of  the 
flange  of  the  cable  car,  wedge  shaped  pieces  are 
sometimes  riveted  to  the  tram  rail  as  shown  in 
Fig.  201,  upon  which  the  flange  rides  at  crossings. 
Special  yokes,  castings  and  angle  plates  are  re- 


Fig.  201. — Steam  Crossing. 


cement,  tar  or  other  waterproof  material,  to  prevent 
the  water  from  percolating  into  the  soil  beneath, 
where  it  would  be  liable  to  freeze  and  close  the  slot. 
One  objection  to  this  method  of  paving  is  the  dif- 


Fig.  202. — Single  Track  Cable  Construction. 


quired  for  crossings,  differing  in  form  in  nearly  Acuity  of  removing  the  blocks  for  the  necessary  re- 
every  instance.  Fig  201A  illustrates  a  three  track  pairs.  The  same  objection  may  be  urged  against 
diagonal  crossing  for  a  street  car  line.  asphaltum,  but  where  a  road  is  so  constructed  that 

Granite  blocks,  brick  or  asphaltum  are  the  best  the  slot  rails  do  not  need  to  be  adjusted,  nor  the 
materials  for  paving  cable  lines.  Wood  is  not  track  joints  raised,  this  material  makes  a  very  de- 


Fig.  201A. — Cable  Crossing  for  a  Street  Car  Line. 


suitable  on  account  of  its  liability  to  swell  or  ex-  sirable  pavement,  for  it  is  not  affected  by  tempera- 
pand  in  wet  weather,  producing  sufficient  pressure  ture,  is  waterproof,  has  an  even  surface,  allowing 
to  close  the  slot.  It  may  be  used,  however,  be-  the  car  fender  to  run  low,  and  possesses  many  other 
tween  the  tracks,  as  illustrated  in  Fig.  143.  In  case  advantages. 

granite  blocks  are  used  on  lines  operated  in  cold  The  different  types  of  track  rail  in  use  on  cable 
regions  the  interstices  should  always  be  filled  with  lines  are  shown  in  connection  with  the  yokes.  The 


96 


STREET  RAILWAYS. 


best  practice  inclines  to  a  heavy  girder  having 
great  vertical  stiffness  In  some  cases  local  regula 
tions  require  the  adoption  of  a  grooved  girder  rail. 
This  type  of  rail,  doubtless,  interferes  as  little  as 
any  with  wagon  traffic,  but  it  requires  more  power 
to  operate  the  cars  upon  such  a  track  than  with 
other  types.  The  joints  should  be  supported  upon 
the  yoke,  the  rail  being  cold  sawed  when  necessary 
to  bring  the  joints  in  position.  We  are  aware  that 
many  good  engineers  favor  suspended  joints  ;  prac¬ 
tice  has  demonstrated,  however,  that  supported 
joints  are  the  most  durable. 

The  above  covers  the  essential  points  of  the  street 
construction  for  a  cable  line,  although  there  are 
many  other  adjuncts  which  have  been  proposed, 
and  on  which  patents  have  been  granted,  among 
these  are  methods  for  closing  or  covering  the  slot, 
none  of  which  have  come  into  extended  use,  how¬ 
ever.  A  few  single  track  lines  have  been  built 
with  turnouts  on  which  the'  rope  runs  in  both 
directions  in  the  same  conduit  The  general  con- 


Fig.  203. — Turn  Out  on  Curve — Single  Track 
Construction. 


tion  of  carrying  pulleys  of  a  single  track  line  that 
operates  very  successfully.  Both  carrying  pulleys 
are  mounted  in  the  same  frame  in  position  to  pre¬ 
vent  the  two  lines  of  rope  from  chafing  together 
or  against  the  sides  of  the  conduit.  Three  forms  of 
curve  construction  are  admissible  on  single  track 


lines.  It  being  difficult  to  carry  the  two  sections 
of  rope  which  run  in  opposite  directions  around  the 
same  arc,  double  tracks  may  be  employed  which 
when  properly  located  will  serve  as  turnouts.  (Fig. 


Fig,  204.— Grip  Car,  Showing  Cable  in  Grip  When 


Drawing  a  Train. 

203  )  When  this  is  not  practicable  and  the  curve 
must  be  made  on  a  single  track,  one  rope  may  be 
carried  at  a  higher  level  than  the  other  by  placing 
the  curve  pulleys  alternately  for  the  high  and  low 
ropes  In  this  case  it  is  necessary  for  the  car  that  is 
hauled  by  the  lower  rope  to  release  the  rope  and 
round  the  curve  by  momentum  or  gravity.  The 
second  rope  is  sometimes  carried  outside  the  main 
curve  in  a  separate  blind  conduit,  and  the  car  in 
one  direction  drops  the  rope  as  above  Economy 
in  cost  of  construction  is  the  only  advantage  in  the 
single  track  construction.  It  admits  of  the  cable 
system  being  adopted  in  small  cities  and  towns 
where  the  cost  of  a  double  track  would  be  pro¬ 
hibitory. 

THE  GRIP. 

This  is  the  second  important  factor  in  cable  trac¬ 
tion,  and  maybe  described  as  a  powerful  vise,  sup¬ 
ported  under  a  car  within  the  conduit  by  means 
of  a  thin  shank,  and  operated  by  a  lever  or  wheel 
through  the  medium  of  an  eccentric  toggle  joint 
or  equivalent  device,  and  made  to  grasp  the  rope 
with  pressure  sufficient  to  Impart  the  motion  of 
the  rope  to  the  car.  It  is  shown  in  action  under 
the  car  in  Fig.  204. 

Fig,  205  shows  a  grip  in  detail,  and  the  following 
letters  refer  to  corresponding  parts. 

A  lever,  B  handle,  C  rod  lor  raising  dog,  D  dog,  E  dog 
spring.  F  quadrant,  G  adjustable  head,  G'  adiustable  shoe  H 


CABLE  TRACTION. 


97 


set  screw,  I  adjustable  screw,  J  links,  K  beam,  L  shank,  M 
movable  plate,  N  upper  jaw,  O  lower  jaw,  P  spools,  Q  roller 
journals,  R  rollers,  S  cable. 

Fig.  206  is  a  modification  of  the  same. 

The  type  of  grip  used  on  the  early  cable  roads 
differed  materially  from  the  one  above  described, 
but  has  never  come  into  extensive  use.  The  jaws 
of  this  first  grip  had  a  horizontal  motion  and  were 
supplemented  by  four  inclined  pulleys  arranged  in 
pairs  which  assisted  in  grasping  the  cable.  The 
grip  was  operated  by  means  of  a  hand  wheel  fixed 
upon  a  screw  spindle,  which 
worked  in  connection  with  a 
sliding  piece  supported  by  the 
shank. 

In  the  advance  of  cable  prac¬ 
tice  the  grip  has  undergone  a 


The  grip  jaws  are  usually  from  eighteen  to 
twenty  inches  long  and  are  lined  with  removable 
dies,  to  take  the  wear  caused  by  the  slipping  of  the 
rope  when  starting  or  running  slower  than  the 
rope.  The  dies  may  be  formed  in  short  sections 
or  the  full  length  of  the  jaw,  and  should  be  of 
some  durable  metal.  Phosphor  bronze  and  other 


Fig.  205. — Cable  Grip. 


Fig.  206. — Type  of  Grip  in  Use  on  Lines  Fig.  207A.— Grip  Employed  in 
of  the  Chicago  City  Railway.  New  Zealand. 


great  many  modifications  and  hardly  any  two  com¬ 
panies  have  adopted  the  same  pattern. 

For  convenience  of  description  they  may  be  di¬ 
vided  into  two  types,  the  vise  and  the  roller  grips: 
the  former  may  be  subdivided  into  the  side  grip, 
top  grip  and  bottom  grip.  Each  of  these  may  be 
operated  by  means  of  levers  directly  over  the 
grip,  as  above  described,  or  by  of  means  of  levers  or 
hand  wheels  through  the  medium  of  rods  or  chains 
from  the  car  platforms. 

The  side  grips  usually  have  a  pair  of  jaws  on  each 
side  of  the  shank,  and  may  take  the  rope  on  either 
side  without  the  necessity  of  turning  the  car. 


composition  dies  give  good  service,  but  those  of 
cast  steel  or  tool  steel  are  found  to  have  the  longest 
life.  In  the  choice  of  material,  however,  the  life  of 
the  die  should  not  always  govern;  the  effect  upon 
the  cable  must  also  be  considered.  The  dies  are 
usually  formed  with  a  slight  groove  to  fit  the  rope 
and  are  sometimes  made  reversible. 

In  the  grip  above  described  the  lower  jaw  is 
fixed  and  the  upper  one  is  movable.  Other  pat¬ 
terns  have  the  upper  jaw  fixed,  as  illustrated  in 
Fig.  207.  It  is  claimed  for  this  pattern  that 
when  the  car  is  standing  the  rope  is  running 
nearer  to  its  normal  level,  and  the  down  pull 


98 


STREET  RAILWAYS. 


upon  the  grip  is  not  so  great  and,  consequently,  removed  from  the  grip  by  passing  a  short  bend  in 
there  is  less  wear  and  loss  of  power.  This  lifting  the  slot  rails  as  before  described,  and  it  may  be  left 


CAST  STEEu 


of  the  cable  by  the  grip  requires  considerable 
power — more  than  is  generally  supposed. 

By  reference  to  Fig.  207  it 
will  be  noticed  that  the  spools 
for  throwing  the  rope  out  of  the 
grip  differ  somewhat  from  those 


I! 


"  ► 


] 


i 


to  slide  directly  upon  the  lower  die  without  injury. 
The  difficulty  of  keeping  the  rollers  properly  lubri¬ 
cated  and  from  becoming  clogged  by  tar  and  dust, 
has  caused  them  to  be  discarded  on  many  lines. 
The  grip  illustrated  in  Fig.  207  is  operated  by 


Fig.  207. — Type  of  Grip— Tenth  Ave¬ 
nue,  New  York,  Line. 

shown  at  P  in  Fig.  205.  In  this 

case  the  rope  is  removed  by 

throwing  the  lever  clear  over, 

which  serves  to  lift  the  conical 

Fig.  200. — Top  Grip.  ,  ,  ,.  ,  ,  , 

spools  and  dislodge  the  rope, 

but  in  Fig.  207  the  spools  are  moved  sideways  by 

a  second  lever  and  connections. 

Some  do  not  regard  the  spools  or  the  rollers  as 

essential  attachments  to  a  grip.  The  rope  may  be 


Fig.  210. — Type  of  Bottom  Grip. 
drawing  the  two  short  arms  together  by  means  of 
rods,  actuated  from  the  platforms  by  a  hand  wheel 
or  lever,  as  before  stated.  Figs.  208  and  20SA  illus¬ 
trate  a  side  grip  which  is  operated  from  the  plat¬ 
form  through  a  connecting  rod,  as  shown.  This 
pattern  was  specially  designed  for  a  detachable 
grip,  in  order  to  readily  convert  a  horse  car  into  a 
grip  car,  and  the  reverse.  The  top  of  this  grip  has 
aT  shaped  head,  and  is  supported  in  a  housing 


CABLE  TRACTION. 


99 


having  a  T  shaped  opening  from  end  to  end  so 
that  it  may  be  easily  slid  out  and  dropped  down  to 
rest  upon  the  slot,  in  which  position  the  car  passes 
over  it.  The  housing  rests  upon  a  framework 
attached  to  the  car  axles,  and  is  provided  with  all 
the  devices  for  lateral  motion,  and  the  spring 
draught  attachments 
common  to  other  grips. 

Fig.  209  is  an  end 
view  of  the  top  grip,  in 
which,  it  will  be  ob¬ 
served,  the  outer  jaw 
has  a  side  motion,  and 
closes  in  upon  the  rope 
which  is  received  from 
the  top,  as  indicated  by 
the  arrow.  The  rope 
is  readily  removed  from 
this  grip  by  being 
slightly  elevated, 
whereupon  the  grip 
passes  under  and  away 
from  it.  It  will  return 
to  the  jaws  when  run¬ 
ning  at  its  normal  level. 

This  grip  is  designed 
to  be  operated  from  the 
platform  of  either  a 
four  or  eight  wheel 
car. 

Fig.  210  illustrates  a 
type  of  bottom  grip, 
which  is  designed  to 
work  in  a  very  shallow 
conduit.  It  has  the 
advantage  of  being  able  to  drop  or  pick  up  the 
cable  readily.  The  rope  may  be  lifted  and  placed 
between  the  jaws  of  a  bottom  grip  by  a  hook,  or 
the  grip  may  be  depressed,  or  it  may  be  made  to 
pick  up  the  rope  at  suitable  points  by  having  a  dip 
in  the  track  rails. 

An  upper  jaw  pattern  of  grip,  and  one  operated  by 
means  of  a  screw  spindle  and  hand  wheel,  is  illus¬ 
trated  in  Fig.  2 ix.  This  grip  is  adapted  for  use  on 
open  grip  cars  which  do  not  turn  at  the  end  of  the 


4  Rq-t broad 
ljoutaide  diameter. 

Original  6  Nut 


j  bolt  k  pipe  filler 


I 


^All  $  bolts  in  hanger 


r 


ID 


-42- 

— 

— 

-41-—.- 

00F 

O 

O 

Fig.  211.- 


line,  as  its  workings  and  movements  are  the  same 
with  either  end  of  the  car  forward.  The  screw 
rod  is  three-fourths  of  an  inch  in  diameter,  with 
four  square  threads  to  the  inch,  and  it  is  turned  by 
means  of  a  twenty-inch  hand  wheel  which,  with 
seventy  pounds  exerted  at  the  periphery,  gives  a 

maximum  pressure  of 
17,590  lbs.  on  the  rope. 

Grips  are  usually 
supported  by  frame¬ 
work  from  the  axles  of 
the  car,  and  not  from 
the  car  body,  and  there 
are  various  methods 
of  mounting  the  grip 
upon  its  frame,  but  it 
is  usually  so  hung  that 
it  may  have  seven  or 
eight  inches  of  lateral 
motion  to  provide  for 
its  conforming  to  the 
short  bends  in  the  slot, 
which  are  made  at  the 
curve  approaches,  or  at 
points  where  the  rope 
is  dropped  or  picked 
up.  The  draught  at¬ 
tachment  to  the  frame 
may  be  rigid,  or  con¬ 
sist  of  springs  to  pre¬ 
vent  the  car  from  start¬ 
ing  with  a  sudden  jerk. 
The  springs  are  not 
necessary,  however, 
provided  the  gripmen 
exercise  proper  care  at  starting. 

Figs.  212  to  214  are  views  of  a  powerful  roller  grip, 
designed  only  for  operating  lines  where  the  cable  is 
above  the  surface,  and  is  a  modified  form  of  the  one 
long  in  use  on  the  Brooklyn  Bridge.  It  has  two 
pairs  of  horizontal  wheels,  having  grooves  lined 
with  rubber  and  leather,  supplemented  with  short 
solid  rubber  lined  jaws,  the  rope  being  lifted  in 
place  by  external  means.  The  pressure  for  holding 
it  is  transmitted  to  each  wheel  from  the  car  plat- 


€ 


% 


str^t-Railway  Jn, 

Screw  Spindle  Grip — Providence,  R.  I.,  Cable  Line. 


lOO 


STREET  RAILWAYS. 


form  by  means  of  a  hand  wheel  and  rods  through 
the  medium  of  a  wooden  brake  shoe,  applied  to 
the  inside  surface  of  the  rim,  which  is  flang¬ 
ed  for  the  purpose.  The  brake  shoe  serves 
the  double  purpose  of  applying  the  pressure 
and  of  checking  the  motion  of  the  wheels 
until  they  cease  to  turn,  when  the  car  will 


mounted  on  an  ordinary  car,  or  upon  a  combination 
double  truck  car,  depends  somewhat  upon  climate 
at  the  locality,  the  amount  and  fluctuation  of 
the  traffic,  and  the  demands  of  the  patrons. 
The  open  grip  car  is  a  favorite  with  the 
patrons  in  mild  weather,  and  may  be  made  to 
haul  a  long  train  when  occasion  demands. 


Fig.  212. — Roller  Grip — Brooklyn  Bridge  Railway. 


travel  at  the  same  speed  as  the  rope.  This  grip 
is  admirably  adapted  for  heavy  traffic,  and  is 


usually  attached  to  each  car  of  a  train.  All  the 
gripping  faces  being  lined  with  soft  material,  this 
grip  is  very  easy  upon  the 
rope. 

Fig.  215  represents  the 
relation  of  car,  grip,  ropes 
and  carrying  sheaves  of  a 
duplicate  system  before 
mentioned,  and  Fig.  216 
illustrates  a  combination 
eight  wheeled  car,  which 
has  the  additional  equip¬ 
ment  of  a  track  brake.  The  choice  of  operating  a 
cable  line  with  short  open  or  dummy  cars,  capable 
of  towing  one  or  more  cars,  or  with  the  grip 


The  use  of  an  ordinary  car  with  the  grip  driver 
always  on  the  front  platform,  is  regarded  as  the 
safest  method  of  operation.  The  combination  car, 
has  advantages  not  to  be  overlooked,  and  has  come 
into  extended  use.  On  lines  where  there  are  nu¬ 
merous  short  curves  the  double  truck  cars  are  in 
special  favor,  for  they  take  the  curves  at  high 
speed  with  a  more  agreeable  motion  than  cars  hav¬ 
ing  a  rigid  truck. 

THE  CABLE. 

This  is  the  name  given  to  a  steel  wire  rope  used 
for  the  transmission  of  power  in  the  operation  of 
street  railways. 

The  majority  of  American  roads  employ  a  rope 


composed  of  six  strands  twisted  around  a  heart  of 
hemp  rope  (Fig.  217).  Each  strand  is  composed 
of  nineteen  wires,  seven  of  them  forming  the  heart 


Fig.  214. 


CABLE  TRACTION. 


iox 


of  the  strand,  around  which  the  remaining  twelve 
are  wrapped.  As  these  latter  receive  all  the  wear, 
they  are  sometimes  made  larger  than  the  wires 
composing  the  core 
of  the  strand  (Fig. 

218),  and  the  relative 
number  of  outside 
and  inside  wires  may 
be  varied.  Ropes  are 
also  made  with  six 
strands  of  sixteen 
wires  each,  and  others 
have  seven  strands 
composed  of  nineteen 
wires.  In  nineteen 
wire  strands  the  wires 
are  usually  laid 
twelve  over  six  over 
one.  See  Fig.  219. 

On  straight  lines  the 
nineteen  wire  strand  ropes  give  excellent  service, 
but  are  not  thought  to  be  as  serviceable  on  lines 
having  curves. 

The  size  of  a  rope  used  in  cable  haulage  varies, 


quarter  rope  is  about  eighty  tons,  and  such  a  rope 
weighs  about  two  and  half  pounds  per  running 
foot.  Ropes  are  also  made  with  a  wire  centre, 

and  while  it  is  claim¬ 
ed  that  they  are 
stronger,  they  are  not 
as  flexible,  and  hence 
not  adapted  to  street 
railway  work. 

Foreign  practice 
favors  the  employ¬ 
ment  of  a  different 
pattern  of  rope 
which,  it  is  claimed, 
has  a  much  longer 
life  than  ropes  ol 
ordinary  make.  This 
is  known  as  the  Lang 
lay,  Albert  lay,  or 
long  lay  (Fig.  220), 
and  its  peculiar  feature  is  that  both  the  wires 
forming  the  strands  and  the  strands  themselves 
are  laid  in  the  same  instead  of  opposite  directions, 
subjecting  a  larger  portion  of  each  individual  out- 


Fig.  2x5. — Relatxon  of  Car  Grip  and  Carrying  Sheaves — 
Duplicate  System. 


according  to  the  work  to  be  done,  from  one  inch  to 
one  and  a  half  inches  in  diameter,  the  usual  diam¬ 
eter  being  an  inch  and  an  eighth  and  an  inch  and 
a  quarter.  The  breaking  strain  of  an  inch  and  a 


side  wire  to  wear  and  making  an  exceedingly 
flexible  rope.  The  result  is  that  the  wires  after 
long  wear  do  not  break  at  the  crown  of  the  strand 
(Fig.  221),  as  is  the  case  with  ropes  made  with 


1  02 


STREET  RAILWAYS. 


wires  and  strands  in  opposite  directions,  as  shown 
in  Figs.  222  and  223.  A  striking  contrast,  showing 
the  effect  of  service  on  the  two  types  of  rope,  is 
illustrated  in  Fig.  224,  in  which  the  section  lying 
diagonally  across  the  coil  is  the  Lang  lay.  This 
section  was  spliced  into  the  other  and  made  the 
same  number  of  miles,  but,  apparently,  is  good  for 
still  further  service. 

This  pattern  of  rope  is  manufactured  by  certain 


Pig.  220. 


firms  in  this  country,  and  can  be  made  by  all  rope 
makers.  Its  general  adoption  would,  no  doubt, 
work  a  large  saving  in  the  expense  account  of  cable 
railways. 

Fig.  225  is  a  section  of  ordinary  rope  having  an 
excellent  record.  The  cut  shows  its  condition  after 
being  in  service  on  a  heavy  line  for  419  days,  and 
having  made  100,560  miles.  The  average  life  of 
ropes  by  the  same  makers  that  have  been  used  on 
one  of  the  most  extensive  lines  in  this  country 
has  been  twelve  and  a  half  months,  with  an  average 
of  88,402  miles. 

Other  types  of  ropes  are  made  in  which  the 
strands  are  composed  of  special  shaped  wires 


(Figs.  226  and  227),  but  these  have  not  come  into 
extensive  use. 

The  second  of  these  is  known  as  the  California 
cable,  and  from  Fig.  227A,  which  shows  a  section 
of  a  strand,  it  will  be  noted  that  a  centre  round 
wire  is  covered  with  six  round  wires,  and  these 
again  with  six  round  and  six  broad,  triangular 
shaped  wires,  laid  alternately,  with  the  broad  faced 
wires  slightly  overlapping  and  protecting  the  adja- 


Fig.  222. — After  Making  71,241  Miles. 


Fig.  223. — After  Making  65,575  Miles. 


Fig.  221. — After  Running  826  Days. 


cent  round  wires,  so  that  most  of  the  wear  comes 
on  the  triangular  wires,  on  account  of  the  larger 
surface  exposed.  The  other  is  known  as  the  locked 
wire  rope,  and  is  composed  of  steel  wires  through¬ 
out,  there  being  no  hemp  centres.  It  is  claimed  to 
have  less  weight  than  ropes  of  other  patterns  of 
corresponding  strength.  It  cannot  be  spliced  in 
the  ordinary  manner,  however,  but  the  ends  are 
joined  by  electric  welding,  which  is  done  without 
enlarging  the  diameter  or  diminishing  its  strength 
at  the  point  of  welding.  Experiments  with  the 
locked  wire  rope  on  cable  lines  have  not  been 
attended  with  encouraging  results. 

The  life  of  the  ordinary  rope  in  service  depends, 


i 


CABLE  TRACTION. 


103 


usually,  upon  the  quality  of  the  metal,  the  method 
of  driving,  the  length  and  speed  of  the  rope,  num¬ 
ber  of  curves  and  turns  and  amount  of  traffic. 
The  general  average  in  this  country,  including  all 
lines  and  different  makes  of  rope,  is  about  eight 
months,  while  the  mileage  ranges  from  40,000  to 
150,000.  The  above  conditions,  however,  do  not 
always  govern,  for  it  is  the  universal  testimony 
that  while  the  rope  makers,  apparently,  are  doing 


pulley  and  chafe  against  the  yokes  or  concrete.  A 
case  in  point  is  where  a  rope  cut  through  the  side 
post  of  a  yoke  by  chafing  against  it,  and  imbedded 
itself  into  several  other  yokes.  By  far  the  greatest 
abuse,  however,  that  a  rope  receives  is  from  care¬ 
less  gripmen,  who  sometimes  hold  the  rope  too 
long  on  approaching  a  switch  or  other  points 
where  it  is  to  be  dropped,  in  which  case  the  rope  is 
cut  or  stranded. 


Fig.  224. 


their  very  utmost  to  produce  the  best  rope  for  this 
business,  yet  the  ropes  from  the  same  makers  do 
not  give  uniform  results  as  to  wear,  one  rope  hav¬ 
ing  a  long  life,  and  the  next,  of  the  same  make, 
lasting  only  a  brief  time,  under  the  same  conditions. 
What  seems  to  be  required  is  some  improvement 
in  the  metal  from  which  the  wires  are  drawn. 

Ropes  are  frequently  rendered  unserviceable 
more  from  abuse  than  from  use,  which  shows  that 
they  must  have  constant  care  and  attention.  A  rope 
may  be  abused  by  allowing  it  to  slip  off  a  curve 


Samples  of  rope  that  have  been  damaged  by  this 
means  are  shown  in  Figs.  228  and  229.  In  the  first 
case  one  strand  was  cut,  which  was  unwound  about 
fifty  feet  before  it  was  discovered,  and  in  the 
second,  two  strands  were  cut,  which  ran  out  about 
150  ft.  In  neither  case  did  the  gripman  report 
his  mishap,  but  left  it  to  be  discovered  at  the 
power  house.  On  lines  where  loop  terminals  are 
provided,  the  danger  of  cutting  the  rope  at  these 
points  is  avoided. 

For  transportation  a  rope  is  usually  wound  on  a 


104 


STREET  RAILWAYS. 


large  spool  in  the  same  manner  in  which  thread  is 
wound.  (Fig.  230.)  This,  being  delivered  in  posi¬ 
tion,  and  mounted  on  a  shaft  with  suitable  bear¬ 
ings,  slowly  revolves,  unwinding  the  cable  as  it  is 


shaft,  a  hollow  cast  iron  shaft  with  journals  is 
sometimes  provided. 

In  case  a  portion  of  a  cable  line  is  near  the  sta¬ 
tion  of  a  steam  line  or  crosses  a  steam  line,  a  good 


Fig.  228. 


Fig.  227.  California  Rope.  Fig.  227A. 


deal  of  trouble  and  expense  may  be  saved  in  the 
handling  of  the  rope,  by  having  it  shipped  from 
the  manufacturer,  noton  a  spool,  but  coiled  on  the 
platform  of  one  or  more  freight  cars.  It  can  then 
be  uncoiled  and  introduced  directly  into  the  con¬ 
duit,  through  a  pulley  vault  o'pening.  A  rope 
being  shipped  on  a  spool,  and  no  vehicle  of  suf¬ 
ficient  strength  being  at  hand  to  transport  it  to  the 
power  house,  if  may  be  safely  and  quickly  trans- 


strung  along  the  line  of  the  conduit.  The  shaft  on 
which  the  cable  spool  is  mounted  is  usually  made 
of  hard  wood,  from  twelve  to  sixteen  inches  square, 
with  journals  turned  at  the  ends.  These  revolve  in 
bearings  thoroughly  lubricated,  and  mounted  on  a 
solid  timber  foundation.  In  some  cases  a  frame  is 
provided  with  metal  journal  bearings,  always  kept 
in  a  suitable  position,  with  a  new  rope  mounted 
ready  to  be  put  in  service.  In  place  of  the  wooden 


/ 


CABLE  TRACTION. 


ferred  by  rolling  it  on  its  own  circumference  by 
horse  power,  as  shown  in  Fig.  231. 

For  shipment  by  water,  a  heavy  rope  is  often 
transported  by  coiling  it  into  large  wooden  tanks 
placed  in  the  hold  of  a  vessel,  and  it  may  be 
delivered  to  the  vessel  or  removed  by  coiling  it 
upon  a  train  of  wagons.  Great  care,  however, 
must  be  exercised  in  handling  a  rope  in  this  man- 


105 

animals.  Still  another  method  is  to  provide  a 
clamp  having  a  thin,  wide  shank  bent  nearly  to  a 
right  angle.  This  being  fastened  to  the  end  o£ 
of  the  rope  comes  up  through  the  slot  and 
terminates  in  a  suitable  hook  or  ring  for  attaching 
the  teams.  When  an  old  rope  is  to  be  removed,  it 
is  customary  to  cut  this  and  splice  the  end  of  the 
new  rope  to  it.  The  machinery  is  then  started  and 


Fig.  231. — Transporting  Cable  on  Reel. 


ner  lest  half  kinks  be  introduced  which  often  de¬ 
velop  as  destructive  factors. 

Several  methods  are  employed  for  stringing  a 
rope  in  the  conduit.  If  it  is  a  new  line  it  may  be 
done  by  holding  the  end  of  the  rope  firmly  in  a 
grip,  mounted  on  a  car,  to  which  a  sufficient  num¬ 
ber  of  horses  or  mules  are  attached — from  sixteen 
to  thirty — to  string  it  along  the  conduit.  After 
half  the  length  rs  run  out  a  second  car  may  be 
added,  and  other  teams  attached.  In  place  of  the 
grip  and  car  a  piece  of  half  inch  rope  may  be  fas¬ 
tened  to  the  end  of  the  main  rope,  and  this,  com¬ 
ing  up  through  the  slot,  provides  for  attaching  the 


the  old  rope  as  it  runs  out  draws  in  the  new  one. 
For  this  purpose  a  dummy  engine  having  a  cap¬ 
stan  is  sometimes  employed,  and  in  a  few  instances 
small,  special  friction  wheels  are  used  for  drawing 
out  a  worn  rope.  The  old  rope  may  be  rewound 
upon  a  spool  or,  as  is  more  frequently  the  case, 
allowed  to  coil  itself  in  a  heap  in  an  open  lot  or 
yard.  In  this  case  it  may  be  led  out  of  the 
power  house  through  a  two  or  three  inches  iron 
pipe.  Old  ropes  are  usually  sold  to  junk  men 
and  bring  from  six  to  eight  dollars  per  ton. 
When  a  rope  is  to  be  placed  on  a  new  line  the  pre¬ 
caution  should  be  taken  to  station  signal  men  at 


io6 


STREET  RAILWAYS. 


suitable  intervals  along  the  entire  line,  who  being 
provided  with  signal  flags  or  lanterns,  and  in¬ 
structed  in  a  signal  code,  are  able  to  communicate 
with  the  head  of  the  line,  if  it  should  be  found 
necessary  to  stop  for  any  purpose. 

The  rope  having  been  strung  through  the  entire 
length  of  the  conduit,  the  ends  are  brought 
together,  usually,  at  the  power  house,  and  after  the 
rope  has  been  laid  over  the  winding  drums  and 
tension  carriage  it  is  ready  for  splicing.  The  opera- 


completed  will  be  sixty  feet  long.  The  hemp  core 
is  then  cut  out  at  the  same  point,  and  the  solid  ends 
of  the  core  are  brought  together,  the  strands  inter¬ 
locking  as  shown  in  Figs.  232  and  233.  The  ends  of 
the  rope  being  known  as  A  and  B,  strand  number  one 
of  A  is  unwound  back  from  the  point  of  union,  and 
strand  number  one  of  B  is  laid  firmly  and  tightly 
in  its  place,  leaving  eighteen  inches  or  more  of  its 
end  projecting.  Strand  one  of  A  is  then  cut,  leav¬ 
ing  the  same  length  of  end  projecting  (Fig.  234). 


Fig.  232. 


tion  of  splicing  a  rope  is  one  of  the  most  important 
mechanical  details  connected  with  cable  haulage, 
and  an  expert  is  usually  employed  for  this  purpose 
It  is  a  very  simple  operation,  however,  but  requires 
care  and  precision,  lest  some  variation  in  the  size  of 
the  rope  prove  an  element  of  destruction. 

There  are  several  methods  of  splicing  a  rope, 
each  having  special  points  of  merit.  The  one  most 
usually  employed  is  known  as  the  California  splice 
and  may  be  readily  understood  from  the  accom¬ 
panying  illustration  and  description.  After  being 
stretched  to  a  proper  tension  the  rope  is  cut  to  a 
suitable  length,  and  the  strands  of  each  end  are 
unwound  for  about  thirty  feet,  and  bound  at  that 
point  with  pliable  wire  so  that  the  splice  when 


Number  two  of  A  is  then  laid  in  place  of  number 
two  of  B,  and  the  ends  left  as  before.  The  other 
strands  are .  then  laid  alternately  in  the  same 
manner,  but  to  a  shorter  distance,  the  ends  being 
left  equi-distant  from  start  to  finish,  as  shown  in 
the  ast  figure. 

The  next  operation  is  to  tuck  the  ends  of  the 
strands  into  the  centre,  a  portion  of  hemp  core 
being  removed  for  the  purpose  To  do  this  011c 
end  of  the  rope  is  clamped  firmly  in  a  vise  and  its 
strands  are  slightly  separated,  being  untwisted  by 
means  of  a  small  hemp  rope  and  a  lever,  as  shown 
in  Fig.  235.  A  portion  of  the  core  being  removed 
bi  cutting  with  a  sharp  knife,  the  ends  of  the 
strands,  having  been  straightened,  are  crossed,  and 


CABLE  TRACTION. 


107 


by  a  peculiar  shaped  tool  or  pair  of  tongs  (Fig. 
236)  and  a  dexterous  twist  of  the  hand,  the  end  of 
one  strand  is  tucked  into  the  centre,  and  occupies 
the  place  of  the  hemp  core.  Any  slight  inequality 
can  be  taken  out  by  pounding  the  rope  with  a 


Fig.  233. 

wooden  mallet.  The  same  operation  is  performed 
for  the  end  of  each  strand,  and  when  properly  done 
it  is  hard  to  detect  the  place  of  the  splice.  In  order 
to  increase  the  holding  capacity  of  a  splice  it  is  a 
good  practice  to  wrap  the  ends  of  the  strands, 
before  tucking,  with  small  annealed  wire,  canvas 
or  marline.  This  not  only  keeps  the  wires  in  the 
strands  from  opening  out  but  gives  to  the  strand  the 
same  diameter  as  the  removed  core,  causing  the 
outside  strands  to  grip  the  inlaid  one  firmly,  and 
prevents  the  rope  from  shrinking  at  that  point. 
Some  splicers  before  tucking 
the  ends  of  the  strands  cut 
away  a  part  of  the  wires  and 
taper  off  the  ends  of  others, 
to  prevent  an  enlargement  of 
the  rope  at  the  point  where 
the  strands  cross;  others 

make  all  the  wires  tapering  before  tucking,  a  prac¬ 
tice  not  recommended. 

Another  method  of  splicing  a  rope  is  known  as 
the  Chicago  or  Nash  splice,  and  in  practice  gives 
excellent  results.  It  is  not  practical,  however,  with 
the  long  lay  pattern  of  rope.  By  this  method  the 
strands  of  the  two  meeting  ends  of  the  rope  are 
alternately  unlaid  back  to  different  points  in  the 
same  manner  as  before  described,  but  the  method 
of  securing  the  ends  is  quite  different.  The  first 


step  in  the  tucking  operation  is  to  untwist  the  out¬ 
side  wires  of  each  strand  and  then  to  tie  the 
untwisted  ends  of  the  strands  in  a  single  knot,  as 
shown  in  Fig.  237,  drawing  it  well  down  in  the 
score  of  the  rope,  so  that  the  knot  will  lie  slightly 
below  the  regular  circumference 
of  the  rope.  The  wires  of  the 
strands  thus  tied  together  are 
then  untwisted  back  to  the  knot 
(Fig.  238),  and  the  untwisted 
portions  of  each  strand  are 
passed  under  two  of  the  strands 
of  the  rope  at  different  points  by 
means  of  a  suitable  tool  (Fig. 
239)  ;  the  wires  thus  tucked  and 
drawn  through  the  rope  are 
then  cut  off  close  to  the  surface, 
as  shown  in  Fig.  240,  and  soon  after  the  rope  has 
been  put  in  service  it  will  appear  as  in  Fig.  241.  . 

A  rope  spliced  by  any  method  must  be  as  strong 
as  at  any  other  point,  but  the  operation  must  not 
increase  its  diameter.  The  operation  being  per¬ 
formed,  the  rope  is  endless  and  ready  for  service. 
The  tools  required  for  splicing  a  rope,  as  shown  in 
Fig.  231,  consist  of  a  vise,  marlin  spike,  wire  cut¬ 
ters,  pliers,  cold  chisel,  hammers,  wooden  mallets, 
tongs  and  two  rope  nippers,  with  sticks  to  untwist 
the  rope,  etc. 


Fig.  234. 

The  operation  of  splicing  is  usually  performed  in 
the  night,  without  causing  delay  to  the  operation 
of  the  cars  It  is  sometimes  necessary  in  the  oper¬ 
ation  of  a  cable  line  to  splice  a  section  of  new  rope 
into  an  old  one,  but  this  should  be  avoided  as  far  as 
possible,  as  it  usually  adds  an  element  of  danger. 
The  strands  of  the  new  rope  being  slightly  larger 
than  those  of  the  worn  rope  offer  increased  resist¬ 
ance  in  its  passage  through  the  jaws  of  the  grip, 
especially  if  the  grip  happens  to  close,  as  the  new 


Fig.  241. 


Fig.  242, 


CABLE  TRACTION. 


portion  of  the  rope  approaches  it.  The  increased 
pressure  tends  to  draw  out  the  tuck,  and  conse¬ 
quently,  this  strand  will  be  slightly  higher  than  the 
other  for  some  distance.  As  this  operation  con¬ 
tinues,  the  accumulated  slack  of  the  strand  will 
form  a  loop  or  short  kink  back  ten  or  fifteen  feet  from 
the  end,  and  half  an  inch  high,  perhaps.  Should 
the-grip  pass  this  point  it  would  be  likely  to  cut  the 
strand,  and  the  rope  would  have  to  be  repaired. 
A  section  of  rope  thus  affected  is  shown  in  Fig.  242. 


109 

of  tar,  oil,  lime  and  mica.  Suitable  iron  tanKs  are 
provided  at  the  station  in  which  the  mixture  is  kept 
at  a  proper  temperature  and  a  very  small  stream  is 
allowed  to  run  continually  upon  the  outgoing  rope. 
The  coating  soon  fills  up  the  spaces  between  the 
wires  and  strands  so  that  a  working  rope  looks 
like  a  smooth  iron  rod  or  pipe.  This  coating 
serves  to  protect  the  cable  from  wear  and  causes  it 
to  slide  readily  through  the  grip  jaws.  Various 
compounds  for  a  rope  dressing  are  uDon  the  market, 


Fig.  243. — Rope  Hauling  Drums, 

It  is  sometimes  necessary  when  a  cable  is  stranded 
to  put  in  a  single  strand  several  hundred  feet  long. 
It  is  laid  in  and  the  ends  are  tucked  in  the  same 
manner  as  described  for  splicing. 

As  the  rope  becomes  worn  the  danger  of  strand¬ 
ing  increases  and  such  a  rope  requires  careful 
watching.  In  a  few  instances  wrecks  have  been 
caused  by  a  loose  strand  or  wire  fouling  the  grip 
so  that  the  gripman  could  not  release  his  hold 
upon  the  rope,  and  the  car,  being  driven  forward, 
colides  with  other  cars. 

As  soon  as  a  rope  is  put  in  operation  it  should  be 
treated  to  a  coating  of  tar  and  oil  or  to  a  mixture 


S  Drive. — Melbourne,  Australia. 

but  the  best  results  are  had  with  distilled  tar  with¬ 
out  other  ingredients.  The  special  claim  made  for 
the  patent  dressings  is  that  the  material  will  not 
peel  off  during  rain  s-torms  or  in  cold  weather, 
with  the  rubber  lined  roller  grips  no  lubrication 
of  the  rope  is  necessary. 

THE  DRIVING  MACHINERY. 

We  find  in  the  operation  of  cable  roads  that 
practice  is  by  no  means  uniform  in  the  devices  em¬ 
ployed  for  driving  a  rope  continuously  in  one 
direction.  On  some  of  the  earlier  lines  and  on  a 
few  lines  still  in  operation  in  our  own  country,  as 
well  as  on  nearly  all  foreign  lines,  the  method  illus- 


I  IO 


STREET  RAILWAYS. 


trated  in  Fig.  243  is  employed.  Two  large  pulleys 
are  provided  having  upon  their  peripheries  V- 
shaped  grooves  in  which  the  rope  is  made  to  take 
one  or  two  wraps  in  the  form  of  the  letter  S  or  figure 
8,  outlined  in  Fig.  244.  These  pulleys,  in  turn, 
are  driven  by  means  of  suitable  gear,  as  shown  in 


Fig.  244. — Figure  Eight  or  S  Drive. 

Fig.  243,  and  the  rope,  being  held  firmly  in  the 
grooves  by  means  of  the  tension  weight,  is  hauled 
by  the  frictional  contact.  The  V-shaped  grooves 
are  usually  lined  with  wood  or  babbit,  but  are 
sometimes  formed  with  chilled  iron  blocks  or  clips 
as  shown  in  Fig.  245.  This  figure  also  shows  the 
method  of  attaching  the  clips  to  the  surface  of 
the  pulleys.  Fig.  243  shows  three  sets  of  pulleys 
for  driving  three  ropes  from  the  same  station. 

The  most  common  method  of  driving,  however, 
is  shown  in  Fig.  246  and  the  following  illustra¬ 
tions,  Figs.  247  to  250,  which  are  modifications  of 
the  general  method  employed  in  Fig.  246.  This 
same  figure  also  illustrates  the  relation  of  the  driv¬ 
ing  machinery  to  the  track  and  cars  By  this 
system  the  rope  is  caused  to  make  several  direct 
wraps  about  two  winding  drums  having  in  their 
faces  shallow  grooves  of  the  same  form  as  the  rope. 
These  drums  are  set  slightly  inclined  to  the  right 
and  left  from  the  perpendicular,  so  that  certain 
grooves  on  each  are  brought  in  line  with  each  other, 
and  as  the  rope  leaves  the  groove  of  one  it  passes 
directly  into  the  corresponding  groove  of  the  other. 
This  arrangement  of  two  drums  set  in  line  is  re¬ 
quired  from  the  fact  that  with  only  one  drum  the 
rope  would  wind  on  in  the  form  of  a  spiral  or  screw 
thread  and  travel  sideways  off  from  the  surface. 
With  the  above  arrangement,  however,  the  rope  is 
led  directly  from  groove  to  groove  and  always 
enters  and  leaves  the  drum  at  the  same  point. 
It  will  be  observed  from  the  accompanying  illus¬ 
tration,  except  Fig.  249,  that  the  winding 


drums  are  mounted  overhanging  at  the  end  of  a 
shaft,  the  outside  bearing  being  supported  by  a 
truss  merely.  The  object  of  this  is  to  facilitate 
placing  the  rope  upon  the  drums  after  it  has  been 
spliced,  and  also  to  provide  for  putting  an  additional 
wrap  upon  the  drums  as  the  rope  stretches.  The 
diameter  of  the  winding  drums  is  usually 
about  twelve  feet.  It  may  be  larger,  but 
should  not  be  much  less,  although,  with  the 
S  drive,  they  are  ordinarily  only  eight 
feet  in  diameter.  A  safe  rule  is  to  make 
the  winding  drums  and  all  guide  sheaves 
over  which  the  rope  bends  at  least 
times  the  diameter  of  the  rope.  It  is 


100 


frequently  necessary  to  drive  a  number  of  ropes 
at  different  speeds  from  the  same  shaft;  this  is 
accomplished  by  varying  the  diameter  of  the 
drums.  Speed,  however,  is  the  only  advantage 
to  be  gained  by  the  employment  of  drums  having 
a  larger  diameter  than  the  minimum.  No  more 
force  can  be  imparted  to  the  rope  by  means  of  a 
larger  drum,  for  it  will  require  that  the  same  num¬ 
ber  of  wraps  be  made  about  the  larger  drum  to 
secure  the  required  contact  as  about  the  smaller, 
as  the  co-efficient  of  friction  depends  not  upon  the 


length  of  the  arc  upon  which  the  rope  rests,  but 
upon  the  pressure  per  square  inch,  the  speed,  and 
the  material  with  which  the  grooves  are  lined. 

The  frictional  contact  between  the  rope  and  driv¬ 
ing  drums  is  maintained  by  means  of  a  tension  ap¬ 
paratus,  illustrated  in  Fig.  251.  This  device  con¬ 
sists,  usually,  of  a  large  sheave  mounted  upon  a 
car,  which  is  arranged  to  travel  back  and  forth 


CABLE  TRACTION. 


hi 


upon  a  track  laid  over  a  long,  narrow,  pit.  To  this 
car  is  attached  a  tail  rope  or  chain,  which  is  led 
over  a  pulley  suspended  within  a  deep  well,  and 
fastened  to  a  heavy  weight.  This  car  is  free  to 
move  back  and  forth  upon  its  track  as  the  load 
upon  the  rope  varies,  and  not  only  maintains  the 
necessary  tension,  but  also  takes  up  the  slack  as 
the  rope  stretches,  and  provides,  further,  for  the  ex- 


upon  another.  The  tension  pulley  is  mounted  upon 
the  smaller  car,  which  has  a  limited  motion  back  and 
forth  upon  the  larger  car,  controlled  by  the  weight 
which  in  turn  is  supported  upon  the  long  car,  and 
this  car  in  turn  is  anchored  in  place  by  means  of  a 
hook  and  rack,  or  by  means  of  a  stout  rope  and 
tackle  blocks.  When  the  rope  stretches  so  that 
the  tension  car  runs  back  against  the  rear  buffers 


Fig.  246. — Conventional  Diagram  of  Cable  Power  Plant. 


pansion  and  contraction  of  the  metal  from  heat  and 
cold.  The  length  of  track  to  be  provided  for  the 
tension  carriage  depends  somewhat  upon  the  length 
of  rope  operated,  from  150  to  200  ft.  on  long  lines. 
The  car  is  usually  provided  with  a  windlass,  oper¬ 
ated  by  a  hand  wheel  and  worm  gear  for  adjusting 
the  length  of  the  tail  rope. 

Other  forms  ot  tension  carriages,  each  having  pe¬ 
culiar  advantages,  are  shown  m  Figs.  252  to  256. 
The  first  consists  of  a  double  car,  or  one  car  resting 


of  the  long  car,  this,  in  turn,  is  moved  back  till  the 
former  assumes  the  position  shown,  and  is  free 
again  to  give  and  take. 

Both  the  cars  are  readily  moved  back  while  the 
line  is  in  operation,  by  means  of  a  block  and  fall. 
The  power  to  do  this  is  obtained  from  the  moving 
rope  by  having  a  capstan  on  the  end  of  the  shaft 
of  the  tension  car,  around  which  the  hauling  rope 
of  the  tackle  is  wound,  and  then  held  fast.  As  the 
capstan  revolves  the  rope  is  wound  up,  and  the 


STREET  RAILWAYS. 


ria 


stant  there  is  any  pull 
along  the  holding  rod 
from  the  carriage  (Fig.  204).  Two  of  these  dogs, 
being  attached  to  the  carriage,  one  on  each  rail, 
will  hold  it  securely  in  place,  and  should  it  be 


and  Rope  Gearing — Los  Angeles,  Cal. 

which  the  necessity  of  a  deep  well  is  avoided. 
The  same  principle  is  employed  in  Fig.  256, 
which  illustrates  an  interesting  and  practical  type 


Fig.  248. — Winding  Drums,  Cotton  Rope  Drive 


Fig.  247. — Rope  Winding  Drums,  Intermediate  Gearing  and  Differential  Rings. 


car  moves  back.  Fig.  253  illustrates  a  second  form  necessary  to  back  the  carriage  further  away  from 
of  double  car,  admirably  adapted  for  use  on  a  light  the  winders,  the  cams  free  themselves,  and  the  dogs 

are  pushed  along 
without  attention. 

Fig.  255  illustrates 
one  type  of  tension 
car  which  allows  of 
the  rope  being  opera¬ 
ted  under  a  very  light 
tension.  A  supple¬ 
mental  weight  is  pro¬ 
vided  as  shown,  and 
so  hung  that  when  an 
undue  strain  comes 
on  the  rope,  it  is  lift¬ 
ed  and  adds  its 
weight  to  that  of  the 
tail  weight,  and  the 
higher  it  is  lifted  the 
greater  becomes  its 

line,  by  the  use  of  which  the  expense  of  a  long  back  pull  upon  the  car.  The  same  figure  illus- 
pit  is  avoided.  As  will  be  seen  from  the  figure,  trates  a  method  of  suspending  the  tail  weight,  by 
this  double  carriage 
travels  on  an  ordinary 
track,  and  carries  the 
tension  weight  en¬ 
tirely  in  the  carriage 
body,  and  is  thus  in¬ 
dependent  of  a  pit. 

In  connection  with 
this  same  device  the 
use  of  a  rail  dog  for 
holding  the  carriage 
is  recommended  in 
place  of  the  rack  and 
ratchet  arrangement 
usually  employed. 

This  dog  consists  of 
a  cam  arranged  to 
bite  the  rail  the  in- 


CABLE  TRACTION. 


”3 


of  tension  carriage  in  which  the  entire  weight  is 
suspended  upon  jointed  arms,  which  are  attached 
to  rocker  shafts,  one  being  stationary  and  the 
other  mounted  upon  a  small  iron  truck  to  which 
the  tension  carriage  proper  is  anchored  by  wire 
ropes.  Fig.  256A  is  a  diagram  illustrating  the 
value  of  the  weight  in  different  positions.  In  case 
it  is  desirable  to  graduate  the  weight  on  ordinary 


rope  by  gravity.  This  arrangement,  however,  is  not 
as  prompt  in  action  as  the  other,  and  it  is  not  often 
convenient  to  construct  an  incline  of  sufficient  length 
to  provide  for  the  necessary  slack.  It  is  thought 
by  some  to  be  of  advantage  to  supplement 
the  station  tension  on  long  lines,  by  providing  a 
tension  carriage  at  one  or  both  terminals,  in  which 
case  inclines  are  generally  employed,  as  they  are 


V  V  Ti 

'  •  . .  t 

Fig.  249. — Rope  Drive — Split  Idler — Providence  Tramway. 


carriages,  it  may  be  done  by  having  projecting 
lugs  cast  upon  the  sides  of  the  iron  plates  com¬ 
posing  the  tail  weight;  then  as  the  weight  de¬ 
scends,  one  plate  after  another  rests  upon  shelves 
arranged  in  the  sides  of  the  well,  relieving  the 
rope  of  undue  strain.  As  the  rope  again  runs  out 
and  lifts  the  weight,  one  plate  after  another  is 
added  to  it. 

Instead  of  a  car  controlled  by  tail  weights,  a 
weighted  tension  carriage  is  sometimes  mounted 
upon  an  inclined  track,  so  that  it  operates  upon  the 


a-lso  in  connection  with  the  machinery  for  operat¬ 
ing  an  auxiliary  rope.  No  definite  rule  can  be 
given  as  to  the  amount  of  tension  that  should  be 
put  upon  a  rope  to  secure  safe  and  economical 
driving.  Generally  speaking,  only  so  much  weight 
should  be  employed  as  will  prevent  the  rope  from 
slipping  on  the  driving  drums,  as  the  less  tension 
the  less  power  it  requires  to  drive  the  rope,  and  the 
longer  its  life.  Some  advocate  a  taut  rope  to  pre¬ 
vent  the  surging  motion  of  the  cars,  but  this  mo¬ 
tion  is  not  very  objectionable,  and  were  the  pro- 


STREET  RAILWAYS. 


J14 


posed  remedy  a  sure  one  it  would  not  compensate 
for  the  extra  wear  upon  the  rope.  The  type  of 
winding  drums,  whether  solid,  differential  or 
S,  with  one  or  both  driven,  and  the  number  of 
wraps,  influence  the  amount  of  tension.  In  settling 
the  question  as  between  extra  tension  and  an  extra 
wrap,  to  enable  a  rope  to  do  its  work  without  slip¬ 
ping,  it  will  be  necessary  to  consider  the  character 
of  the  line.  On  a  comparatively  straight  road 


geared  together  so  that  each  assists  in  driving  the 
rope,  have  been  quite  extensively  employed,  but 
there  is  an  objection  to  this  method  of  driving,  from 
the  fact  that  the  grooves  in  which  the  rope  runs  are 
liable  to  wear  unevenly,  in  which  case  a  given 
length  of  rope  is  required  to  cover  arcs  of  different 
diameters.  Still,  practice  demonstrates  that  soiid 
drums  where  properly  designed  and  operated 
have  performed  great  and  continued  .service  with- 


Fig.  250. — Intermediate  Gear  on  Main  Shafts — Broadway  Line,  St.  Louis,  Mo. 


the  advantage  would  seem  to  be  in  favor  of  an  extra 
tension,  but  on  a  line  with  numerous  curves  it 
would  be  in  favor  of  an  extra  wrap.  The  best 
practice  favors  as  few  wraps  and  as  light  tension  as 
possible. 

Reverting  to  rope  driving  apparatus,  we  find,  as 
before  stated,  a  variety  of  methods.  The  S  or 
Fig.  8  method,  illustrated  in  Figs.  243  and  244,  is 
objectionable  because  in  making  the  wraps  a  reverse 
bend  is  given  to  the  rope,  tending  to  its  ultimate 
destruction.  Still,  in  some  cases,  very  good  results 
have  been  obtained  by  this  method.  Solid  drums 


out  wearing  differently  to  a  marked  degree. 
Usually,  the  first  groove  or  the  one  that  receives 
the  incoming  rope  wears  the  fastest ;  then  in 
case  the  second  groove  has  a  larger  diameter 
than  the  first,  the  rope  must  stretch  or  slip  in  order 
to  cover  it,  and  if  the  third  is  still  larger  there  is  a 
good  deal  of  slipping,  and  the  rope  is  injured  both 
by  the  slipping  and  by  the  excessive  strain,  and  as 
the  action  continues  the  grooves  are  worn  still 
deeper,  increasing  the  defects.  This  difficulty  may 
be  remedied  in  a  measure  by  occasionally  turning 
out  the  grooves,  making  the  diameter  of  the  second 


CABLE  TRACTION. 


1T5 


a  little  less  than  the  first  and  the  third  less  than  the 
second,  or  by  shifting  the  rope  from  one  side  to  the 
other  on  the  drums,  so  that  the  rope  may  enter  the 
grooves  in  the  reverse  order. 

Sometimes  the  relation  of  the  diameters  is  changed 
by  an  accumulation  of  tar  and  dust  in  the  bottom 


Fig.  251. — Tension  Car. 

of  the  groove.  This  may  be  prevented,  however,  by 
placing  scraping  tools  to  one  side  of  the  drums 
with  their  ends  ground  to  nearly  fit  the  form  of  the 
of  the  grooves. 

Besides  the  wearing  action  between  the  rope  and 
groove  due  to  the  unequal  diameters  of  grooves, 
both  rope  and  groove  are  subject  to  wear  from  the 
creeping  of  the  rope  in  the  individual  grooves,  due 
to  the  unequal  strain  to  which  the  different  wraps 
are  subject.  Each  section  of  rope  leaves  its 
individual  groove,  successively,  under  less 
strain  than  when  entering,  until  the  last, 
when  it  sustains  only  the  strain  imposed 
upon  it  by  the  tension  weight.  As  the  strain 
is  gradually  reduced  the  rope  contracts,  pro¬ 
ducing  a  slight  creeping  motion  within  the 
individual  grooves. 

In  order  to  obviate  the  difficulties  attend¬ 
ing  the  operation  of  solid  drums  as  above 
enumerated,  devices  of  various  kinds  have 
been  employed,  one  of  the  most  popular  of 
which  is  illustrated  in  Figs.  247  and  257,  and  con¬ 
sists  in  fitting  to  the  surface  of  the  drum  loose 
rings  in  which  the  individual  grooves  are  formed. 
The  rings  are  held  together  with  the  required 
pressure  by  means  of  an  adjustable  flange,  and  the 
pattern  is  known  as  the  “Walker  differential  ring 
drum.”  With  this  device,  in  case  the  grooves  have 


an  unequal  diameter  or  the  wraps  are  subject  to 
any  unequal  strain,  the  rings  tend  to  slip  upon  the 
face  of  the  drums  and  thus  relieve  the  rope  of  any 
undue  strain  without  chafing  it.  Provision  is 
made  for  lubricating  the  surfaces  between  the 
rings  and  drum  by  oil  cups  placed  under  the  rings 
as  shown  in  Fig,  257. 

An  attempt  to  produce  the  same  results  as 
are  obtained  by  the  use  of  the  differential 
rings  has  been  made  by  driving  with  one 
solid  drum,  and  from  this  leading  the  wraps 
each  over  separate  idlers,  mounted  loose  on 
the  same  shaft  so  that  they  revolve  indepen¬ 
dently  of  each  other.  (Fig.  249).  Another 
method  designed  to  correct  the  unequal  strain 
put  upon  the  different  wraps  is  illustrated  in 
Figs.  258  and  259,  and  although  extensively 
used  it  does  not,  in  the  opinion  of  many  engineers, 
accomplish  what  is  intended.  In  Fig.  258  the 
arms  of  the  drum  are  broken  away  showing  only 
the  differential  mechanism.  Each  drum  is  cast  in 
two  parts  with  dishing  arms  or,  rather,  is  made 
up  of  two  sheaves  having  two  or  more  grooves  in 
each,  mounted  loose  on  the  shaft,  but  in  position 
to  bring  the  inner  faces  of  the  rims  together.  These 
sheaves  are  driven  from  the  main  shaft  by  means  of 


Fig.  252. — Double  Tension  Car. 

small  horizontal  beveled  gears,  journaled  at  right 
angles  to  the  main  shaft  and  meshing  into  gears  on 
the  inner  faces  of  the  sheaves.  The  wraps  being 
equally  divided  on  each  side  of  the  split  rim  the 
independent  sheaves  can  change  their  relation  to 
each  other,  depending  upon  the  tensions  of  each 
set  of  wraps,  the  beveled  gear  turning  slightly  in 


STREET  RAILWAYS. 


the  direction  of  the  hardest  pull.  A  method 
of  connecting  the  drums  is  illustrated  in  Fig. 
260,  the  object  being  to  get  equal  work  from  the 
drums  without  the  intervention  of  rigid  gear. 


Street. Ry.  Jn. 

Fig.  254. — Rail  Dog  for  Tension  Carriage. 

sufficient  space  being  left  between  the  terminals, 
after  the  key  is  removed,  for  the  passage  of  the 
rope  when  it  is  necessary  to  add  an  additional 
wrap.  In  this  particular  plant  mortised  gears  are 
employed,  and  the  teeth  are  set  in  echelon  and  the 
drums  are  equipped  with  the  differential  rings. 


Both  drums,  it  will  be  seen,  are  driven  by  inde¬ 
pendent  pinions  which  run  loose  on  the  main  shaft, 
but  are  actuated  by  small  horizontal  beveled  gear 
wheels,  which  are  mounted  on  each  side  of  the 
main  shaft  on  bearings  at  right  angles  to  it  and 
mesh  into  the  sides  of  the  pinions  in  about  the 
same  manner  as  before  described  for  the  split 
drums.  By  this  means  one  drum  is  at  liberty  to 
travel  faster  or  slower  than  the  other  as  the  distribu¬ 
tion  of  the  strains  may  require.  In  order  that, 
under  the  usual  conditions  of  service,  the  drums 
may  perform  equal  work,  deflection  sheaves  are 
placed  to  the  left,  as  shown,  upon  which  the  incom¬ 
ing  and  outgoing  ropes  are  led,  the 
sheaves  being  mounted  loose  on  the 
shaft  so  that  they  run  in  opposite  direc¬ 
tions.  The  position  of  this  shaft  should 
be  parallel  to  the  main  shaft  in  the  same 
plane,  and  at  a  certain  distance  from  it. 

Fig.  248  illustrates  a  novel  method  of 
driving,  in  which  cotton  ropes  are  employed  for 
transmitting  the  power  to  the  drums  in  place  of 
solid  gear,  and  in  which  the  drums  themselves  are 
connected  by  means  of  cotton  ropes.  The  cable 
drums,  it  will  be  seen,  are  mounted  on  the  faces 
of  large  pulleys  which  have  grooves  for  two  cotton 


ropes.  One  of  these  rope  pulleys  is  made  a  trifle 
larger  in  diameter  than  the  other  to  make  sure 
that  the  idler  is  driven  by  the  cotton  ropes  and  not 
by  the  cable.  To  provide  for  any  unequal  work 
that  may  come  upon  the  cable  drums,  each  is  at¬ 
tached  to  the  face  of  its  rope  pulley  by  means  of  a 
peculiar  friction  clutch,  which  is  adjusted  by  small 
hand  wheels  shown  on  the  face  of  the  drum. 

The  method  of  rope  transmission  renders  the 
operation  of  the  machinery 
noiseless,  a  very  desirable 
object  in  any  power  plant. 

Fig.  (250)  illustrates  a 
method  of  driving  both 
drums  by  the  employment 
of  a  single  pinion  and  gear, 
the  main  shaft  being  placed 
as  shown,  between  the 
drums  with  the  engines  at 
either  end.  By  this  arrangement  the  principle  of 
the  overhanging  drums  need  not  be  sacrificed, 
even  though  several  pairs  of  drums  are  driven  from 
the  same  shaft.  To  accomplish  this,  however,  it 
is  necessary  to  mount  the  main  shaft  in  sections 
with  disks  and  key  couplings  to  unite  the  sections, 


Fig.  253. — Double  Tension  Carriage — San  Diego  Cable  Tramway. 


CABLE  TRACTION. 


i 1 7 

Other  plants  with  the  shaft  in  the  same  position,  work  is  unusually  heavy  and  duplicate  cables  are 
employ  cut  or  cast  gear  with  satisfactory  results.  employed,  in  order  that  the  line  may  be  operated 


A  design  which  combines  both  rope  transmis-  day  and  night,  without  the  necessity  of  interrupt- 
sion  and  intermediate  gear,  is  illustrated  in  Fig.  ing  the  traffic  for  repairs.  The  position  of  the  en- 


Fig.  256. — Side  Elevation  and  Plan  of  Cable  Tension  Apparatus. 

261,  the  drums  being  connected  by  solid  gear,  gines  and  the  arrangement  of  friction  clutches  in 
This  arrangement  is  employed  on  a  line  where  the  the  shafting  are  such  that,  either  one,  two  or  all 


STREET  RAILWAYS. 


i  iS 


the  engines  may  be  made  to  drive  either  set  or  all 
of  the  drums,  the  speed  of  the  different  cables 
being  governed  by  the  diameter  of  the  drums. 


.  LONGEST  TRAVEL  I 

/ 


HIGHEST  POINT  REACHED 
TENSION.  13080^ 

~f~ - CtpoiNT  OF  REST.  WHEN  CABLE  STOPS 

TENSION  8225'^ 


LOWEST  POINT  REACHED 
TENSION  2215* 


Fig.  256A. — Showing  Position  and  Value  of  Weight. 

A  similar  arrangement  on  a  larger  scale  is  shown 
in  Fig.  262.  Figs.  263  and  263A  show  a  method  of 
rope  drive  without  intermediate  gear,  both  drums 
being  driven  from  the  same  pinion  by  means 


rims  may  be  renewed  without  discarding  the  entire 
drum.  The  rims  are  cast  in  sections  and  are 
bolted  together  and  to  the  face  of  the  drum,  as 
shown. 

In  some  cases  where  it  is  necessary  to  economize 
space  the  drums  are  placed  one  above  the  other,  as 
shown  in  Figs.  266  and  267,  which  may  be  driven 
singly  or  coupled  by  gearing,  as  when  in  the  or¬ 
dinary  position.  The  incoming  and  outgoing  ropes 
being  led  to  and  from  the  lower  drum,  the  latter  is 
readily  conducted  to  the  tension  sheave,  in  the 
same  manner  as  with  the  drums  on  the  same  level. 


If  unfit  tin 
4001 
$-2-Ds 


Fig.  257. — Section  of  Differential 
Ring  Drum. 

of  rope  sheaves  mounted  on  the  shaft  of  each 
drum.  The  construction  and  arrangement  of  solid 
drums  is  frequently  modified  for  economical  pur¬ 
poses,  or  to  conform  to  the  conditions  of  limited 
space.  Fig.  249  illustrates  a  wide  faced  drum  hav¬ 
ing  an  extra  set  of  grooves,  so  that  when  one  set 
of  grooves  becomes  worn  the  drum  may  be  shifted 
sideways  on  its  shaft  and  the  rope  transferred  to 
the  unused  grooves,  thus  doubling  the  life  of  the 
drums.  A  removable  rim  containing  the  grooves 
is  sometimes  applied  to  the  face  of  the  drums  (Figs. 
264  and  265)  so  that  when  the  grooves  are  worn  the 


Fig.  258. — Whitton  Compensating  Gear. 

It  is  claimed,  that  with  drums  in  this  position  the 
rope  is  less  liable  to  slip  in  the  grooves,  as  the 
weight  of  the  rope  tends  to  increase  the  frictional 
contact. 

AUXILIARY  DRIVE. 

In  some  cases  it  is  found  necessary  to  operate  a 
loop  or  some  portion  of  the  line  by  an  auxiliary 
cable  running  at  a  slower  speed  than  the  main 
cable,  in  which  case,  when  the  section  is  too  far 
aw  ly  to  be  operated  from  the  power  house,  auxil- 
iaiy  driving  machinery,  having  drums  similar  to 
th  jse  used  in  the  driving  plant,  is  employed  which 


CABLE  TRACTION. 


”9 


may  be  located  in  a  pit  under  the  street  (Fig. 
268),  the  roof  of  which  is  supported  by  steel  I  beams 
covered  with  brick  and  cement.  In  the  case  illus¬ 
trated,  the  main  cable  running  at  twelve  miles  per 
hour,  is  led  over  the  drums  shown  at  the  left  of  the 
figure,  thence  to  a  terminal  sheave  and  i>ack  to  the 
power  station  conveying  its  power  by  means  of  the 
intervening  pinions  and  gears  (four  and  ten  feet  in 
diameter  respectively)  to  the  drums  on  the  right, 
about  which  the  auxiliary  rope  is  led,  thence  to  a 
tension  carriage  mounted  on  an  incline  at  one  end 
of  the  pit  and  thence  into  the  conduit  at  a  reduced 
speed. 

SELECTION. 

From  the  foregoing  it  will  be  noted  that  there  is 
a  great  diversity  of  opinion  among  engineers  as  to 
the  proper  method  of  driving  ropes  for  cable  haul¬ 
age.  Theory  amounts  to  but  little  in  this  business 
where  it  is  not  confirmed  by  long  practice.  Each 
new  line  presents  new  problems  and  the  judgment 
of  the  engineer  must  govern  in  the  selection  of  the 
type  of  drum  to  be  employed  and  the  method  of 
gearing,  first  having  learned  the  true  history  of 
as  many  plants  as  possible,  already  in  operation 


be  used.  The  weight  of  testimony  is 
the  latter. 

In  making  a  selection  of  drums  and 


Fig.  259. 


While  no  standard  can  be  given, 
the  methods  of  gearing  have  been 
narrowed  down  to  about  two 
schools  of  practice.  One  employs  F  26 

single  solid  pinions  and  gear,  with  Rope  Drive,  Brooklyn 
the  main  shaft  between  the  drums,  Bridge  Railway. 

when  both  are  to  be  driven.  The  other  employs 
ropes  or  belts  for  transmitting  the  power  and 
connects  the  drums  by  means  of  solid  gear  or 
ropes,  the  former  being  generally  preferred.  In 
either  case  solid  or  differential  ring  drums  may 


following  questions  stated  in  the  order  of  their 
importance,  must  be  considered  :  Reliability,  dura- 


120 


STREET  RAILWAYS. 


bility;  power  required,  effect  upon  the  rope,  noise 
and  cost.  The  employment  of  mortised  or  of  helical 
gear,  introduces  an  element  of  weakness  that  should 
be  avoided.  While  the  wooden  gear  is  desirable, 
in  that  it  is  nearly  noiseless  in  operation,  the  teeth 
are  liable  to  shrink  and  break,  requiring  to  be  fre- 


rope  has  already  been  considered.  It  is  important 
to  eliminate  the  noise,  and  this  may  be  accom¬ 
plished  by  the  employment  of  ropes  or  belts,  or  by 
introducing  into  the  foundations  some  non-vibra- 
tory  material,  and  by  cutting  off  the  foundations 
from  the  avails  of  the  building.  The  cost — within 


Fig.  261. — RorE  Transmission  with  Intermediate  Gear — Third  Avenue,  New  York,  Line. 


quently  renewed,  and  not  infrequently  interrupting 
the  traffic.  The  helical  gear  is  undesirable,  in  that 
it  communicates  a  shuttle  motion  to  the  shafts, 
causing  the  shoulders  at  the  bearings  to  wear  and 
imparting  a  vibratory  motion  to  the  foundations 
which  tends  to  unsettle  and  destroy  them.  By 
reducing  the  number  of  gears,  less  power  is  required 
to  operate  the  drums,  and,  other  things  being  equal, 
the  plant  is  more  durable.  The  effect  upon  the 


reasonable  limits — should  not  govern,  provided  a 
reliable  plant  is  secured. 

HAULING  POWER. 

The  hauling  power  of  a  pair  of  winding  drums 

depends  upon  the  following  conditions:  Whether 

' 

one  or  both  drums  are  driven  ;  the  tension  on  the 
outgoing  line  ;  the  friction  of  the  rope,  and  the 
length  of  the  arc  of  contact  in  the  grooves. 

Since  the  total  stress  on  the  wraps  about  the 


CABLE  TRACTION. 


1 2 1 


BOWERY  *  ~  ~  "  Street  Railway Journal 

Fig.  262. — Rope  Transmission  with  Intermediate  Gear — Bowery  Station,  Third  Avenue,  New  York,  Line. 


25  FT.  FLY-WHEEL 


Fig.  262A. — Elevation  of  Rope  and  Cable  Sheaves — Bowery  Station.  Third  Avenue.  New  York.  Line. 


122 


STREET  RAILWAYS. 


drums  and  on  the  incoming  line  is  directly  in¬ 
creased  by  that  on  the  outgoing  line,  the  latter 
should  be  as  small  as  will  be  efficient,  in  order  to 
lessen  wear  and  reduce  friction.  Hence,  both 
drums  should  be  driven  when  the  work  to  be 
done  approximates  the  hauling  power  of  a  single 
drum. 

It  must  not  be  expected,  however,  that  by  driv¬ 
ing  both  drums  the  total  hauling  power  will  be 
double  that  of  one  drum  driven,  for,  in  case  solid 
drums  are  employed,  the  first  drum,  or  the  one  that 
receives  the  incoming  line,  will  do  nearly  eighty- 
seven  per  cent,  of  the  work. 

In  order  to  show  more  effectually  the  advantage 
of  driving  both  drums  and  using  several  wraps 
to  diminish  the  tension  on  the  ropes,  the  fol- 
owing  formulae  and  table  are  quoted  from  a  re¬ 
liable  authority. 

Let,  in  each  drum  of  a  pair  (Fig.  269),  the  arc  of 
contact  of  the  cable  with  its  grooves,  be  the  same, 
and,  with  a  radius  of  1,  equal  a,  the  coefficient  of 
groove  friction  be  f,  the  tension  on  the  incoming 
line  of  the  cable  be  T ,  and  the  tensions  on  each 
outgoing  line  from  its  groove,  in  order,  be  /„  t3,  /3, 
etc.;  also  let  the  corresponding  haul  of  each  groove 
be  ht,  h3,  h3,  etc. 

Then  for  the  1st  driving  groove,  T=tleaI,  and  h. 


for  the  2d  driving  groove,  tx—t3e&l,  and  h3 

=^af-0; 

for  the  3d  driving  groove,  t3—t3e&l,  and  h3 
T 

=^3ai(^af — 1)‘>  and  similarly  for  the 

remaining  driving  grooves.  The  total  haul,  H=hk 

+*  a+4+  etc.,=  T(e*f-  1)  (^f  +  ^F  +  ^r  +  etc.); 

a  decreasing  series  never  to  equal  T . 

With  one  drum  driven  alone  H  —  hx  -j-  h3  + 
h3  -j-  ht  (see  Fig.  269)  in  which  each  drum  has  four 
grooves),  the  driving  grooves  being  from  1  to  4  in 
numerical  order. 


With  two  drums  driven  the  hauling  power  of  the 
first  drum  will  be  Hx  =  hx  +  h3  +  hb  +  //„  and  the 
hauling  power  of  the  second  drum  will  be 
—  K  4  ^4  +  ^6  +  ^0 

That  the  total  hauling  power  Hx  H3  shall  equal 
on  line  Zf3,  or  twice  that  of  one  drum  driven  alone, 
it  will  be  seen  hb  -f-  /i6,  -f-  h3  -f-  h3  must  equal  hx  -f- 
ht,  +  h3,  +  hi  ;  only  possible,  as  an  inspection  of 
the  preliminary  formulae  will  show,  when  T—  tx  = 
t3  =  t3  etc.,  or  hx,  h3,  h3,  etc.,  each  equals  zero. 


THE  MAXIMUM  HAULING  POWER  OF  CABLE 
WINDING  DRUMS. 


Maximum  Hauling  Power  of  each  Groove, 
in  order. 

Tension  on 
each  incom¬ 
ing  line,  in 

Numerical  Values:  for  a 
=  i8o°,/=o.i5,  T=  i. 

c/5 

terms  of  its 
outgoing. 

In  terms  of  the 
tension  on  first  in¬ 
coming  line,  or  T. 

6i> 

2  c 

Both  Drums 
Driven. 

> 

O 

O 

u 

O 

M  c 

1)  0 

c  > 
O'S 

TJ 

First 

Drum. 

Second 

Drum. 

X 

T—  ,eH 

to 

r 

°  3752 

Q-3752 

t  —t  <?af 

0.2346 

0.2346 

1  2 

3 

t=t.eK{ 

^3af  (<?af  —  J) 

0. 1464 

0. 1464 

t  —t  e&t 

^af-7) 

0,0914 

0.0914 

4 

5 

t  — t  e&t 

^5af  (<?a<  7) 

0.0572 

4  5 

6 

t  —t  e&[ 

jf(^f-7) 

°-°3S7 

7 

t  —t  e&t 

fit  (**-*) 

0.0222 

8 

t  —i 

^8af  (^af  —  7) 

0.0139 

7  8 

0 

t  —t  eal 

|L('af-7) 

y 

Hauling  power  of  each  drum. 

0.8476 

0.601 

°-3756 

Total  hanlincr  nowor . 

0.8476 

0.1524 

0.9766 

0.0234 

Tension  on  Iasi 

outgoing  line. 

It  is  to  be  noted  that  where  the  arcs  of  contact  of 
the  cable  with  its  grooves,  in  the  case  where  two 


CABLE  TRACTION. 


123 


drums  are  driven,  are  equal,  Hx  is  much  greater 
than  Zf2,  the  first  drum  doing  a  large  part  of  the 
total  work. 


0.8476,  or  nearly  eighty-seven  per  cent,  of  the 
total  hauling  power  with  the  two  drums  driven. 

The  tension  on  the  outgoing  line,  with  a  single 
drum  driven  only,  is  0.1524,  and,  with  the  two 

drums  driven  it  is  0.0234; 
these,  for  a  total  hauling 
power  of  60,000  lbs.,  cor¬ 
respond  to  9,144  and  1,404 
lbs.  respectively. 

The  following  is  given 
as  an  illustration  of  the 
method  of  computing  the 
hauling  power  of  drums, 
from  the  foregoing  for¬ 
mulae  and  table. 

Referring  to  the  first 


Fig.  263. — Rope  Drive,  Both  Drums  Driven — Cable  Power  Station,  Pennsylvania 

Avenue,  Washington,  D.  C. 


proposition :  T=tle&t,  in 
which  generally  T  is 
known  or  may  be  taken 
as  the  unit  of  comparison, 
and  the  value  of  tl  is  re¬ 
quired.  The  equation 
transformed  becomes 
then 


t 


.af 


The  accompanying  table  gives  the  numerical 
values  of  the  hauling  powers,  in  terms  of  T —  (or 


in  which  £=2.71828:  its 
logarithm  is  0.4342945. 


2.7t 

The  arc  of  contact,  1800  = — - — =  n  =  3.14159  : 


for  T  =  1).  From  this  it  will  be  seen,  with  a  sin-  and  the  coefficient  of  friction  fl  may  be  taken  at 
gle  drum  driven  only,  the  total  hauling  power  is  0.15;  hence  a/=3.i4i59X°-i5=<M7I24- 


124 


STREET  RAILWAYS. 


Therefore  ^=2.71828  and  log.  ^'=0.47124  X  log. 
2.71828=0.47124X0.4342945  =  0.2046548.  This  is 
the  logarithm  of  1.602 =^lf: 

hence  /,= — ~ — =0.6242. 

1.602 

and  h=.T—t=  1 — 0.6242=0.3758  : 

By  carrying  out  the  decimals  farther,  the  last  deci¬ 
mal  will  agree  with  that  given  in  the  table. 

To  compute  the  next  groove,  substitute  /,  for  T 


Traction  Co. 


and  /3  for  t ,,  (as  indicated  in  the  second  column), 
or  find  as  before,  the  value  of  /3  from  formula  in 
the  third  column. 

In  case  drums  are  employed,  having  loose 
grooved  rings  in  which  the  rope  rests,  the  condi¬ 
tion — it  is  claimed  by  those  who  advocate  the  use 
of  this  type  of  drum — are  somewhat  different  and 
the  approximate  figures  given  in  the  illustration 
(Fig.  270)  are  based  on  the  well  known  theory  of 
sustaining  a  load  over  sheaves.  The  load  in  this 


CABLE  TRACTION. 


I25 


case  is  presumed  to  be  60,000  lbs.,  and  the  load  on 
the  tension  carriage  6,000  lbs.,  the  reduction  in 
pounds  on  each  of  the  equalizing  rings  (not  on 
solid  grooves)  will  be  as  shown.  Hence,  we  find 
that  the  aggregate  of  the  leading  drum  is  105,000 
lbs.,  and  the  aggregate  of  the  second  drum  is 


ated  over  grooved  sheaves  are  extensively  employed 
for  this  purpose.  A  proper  form  of  groove  is  shown 
in  Fig.  272.  The  lower  loop  of  the  rope  is  usually 
made  the  hauling  side,  and  the  number  of  ropes  to 
be  employed  depends  upon  the  horse  power  to  be 
transmitted.  Usually,  each  rope  may  be  rated  to 


Fig.  268.— Pit  Machinery  for  Driving  Auxiliary  Cable — Cleveland  City  Cable  Railway. 


78,000  lbs.,  or  about  one-fourth  less  than  the  work 
done  by  the  leading  drum. 

COTTON  ROPE  OR  BELT  DRIVE. 

Some  advantages  claimed  for  rope  or  belt  trans¬ 
mission  are  :  Absence  of  vibration  and  consequent 
noise  ;  economy  of  space  ;  small  first  cost ;  exact 
alignment  of  machinery  unnecessary  ;  economy  of 
maintenance.  Fibrous  cotton  ropes  (Fig.  271)  oper- 


haul  about  500  lbs.  In  service  it  is  best  to  have  the 
ropes  as  nearly  one  length  as  possible,  and  some¬ 
thing  may  be  gained  by  providing  a  weighted  idle 
pulley  for  each  separate  rope  to  maintain  a  uniform 
initial  tension.  The  rope,  as  usually  constructed,  is 
composed  of  fine  cotton  yarn  laid  with  four  strands 
around  a  central  heart.  Each  of  the  four  strands 
has  a  core  of  loose  yarn,  and  around  it  are  laid 
thirteen  smaller  strands  which  serve  to  strengthen 


126 


STREET  RAILWAYS. 


and  protect  the  core  from  wear  and  from  the 
atmosphere.  The  rope  possesses  the  qualities  of 
great  strength,  elasticity  and  durability.  After  be¬ 


ing  put  in  service  the  rope  is  treated  to  an  anti¬ 
fraying  compound  which  minimises  the  chafing 
and  protects  the  surface  from  moisture. 


Unlay  A  four  and  a  half  feet,  laying  B2  in  its 
place.  Unlay  A1  one  and  a  half  feet,  laying  in  B1. 
Cut  all  strands  off  to  a  length  of  about  twenty 
inches.  The  rope  now  assumes  the  form 
shown  in  Fig.  274. 

Each  pair  of  strands  is  now  subjected  to 
the  following  treatment,  which  completes  the 
splice  :  Unlay  strand  B4  two  and  a  half  turns; 
unlay  strand  A4  two  and  a  half  turns  ;  split 
B4  and  A4  in  halves  as  far  back  as  they  are 
unlaid  and  “  serve”  one-half  of  each  strand 
at  the  end  with  a  small  piece  of  twine. 
Served  half  of  A4  now  laid  in  two  and  a  half 
turns  ;  served  half  of  B4  now  laid  in  two  and 
a  half  turns.  Both  half  strands  now  meet,  and  are 
then  tied  in  one  single  knot,  making  rope  at  that 
point  original  size. 


Cotton  ropes  are  usually  spliced  by  the  English 
method,  and,  for  one  and  three-quarters  or  two 
inch  ropes  the  splice  should  be  about  twelve  feet 
long.  The  following  instructions  will  enable  an  in¬ 
telligent  mechanic  to  make  this  splice  : 

Tie  a  small  piece  of  twine  around  the  rope  to  be 
spliced,  six  feet  from  each  end.  Unlay  strands 
back  to  each  string. 

Butt  the  rope  ends  and  twist  each  corresponding 
pair  of  strands  loosely,  to  keep  them  from  becom¬ 
ing  tangled,  as  shown  in  Fig.  273.  c  and  c1  are  the 
small  pieces  of  twine  ;  r1  is  now  cut  off,  B4  unlaid, 
and  A4  carefully  laid  in  its  place  for  a  distance  of 
four  and  a  half  feet  from  junction.  B3  is  next  un¬ 
laid  about  one  and  a  half  feet  and  A3  laid  in  its 
place.  The  ends  of  cores  are  now  cut  off  so  that 
they  just  meet. 


Half  strand  A4  is  now  raised  with  a  marline  spike, 
and  half  strand  B4  knotted  in  or  worked  around 
A4  four  turns,  bringing  it  to  half  of  A4,  which  was 


Fig.  271. — Cotton  Rope. 

not  laid  in.  This  half  is  now  split  as  shown  in  Fig. 
275,  half  B  drawn  through  the  opening  thus  made 
and  tucked  under  two  whole  strands  as  shown. 
The  ends  of  A  and  B  are  now  cut  off  leaving  them 


CABLE  TRACTION 


127 


about  four  inches  long.  After  a  few  days’  wear 
they  will  draw  into  the  body  of  the  rope  or  wear 
off,  so  that  the  locality  of  the  splice  can  scarcely 
be  detected  when  at  rest. 


Fie.  272. — Proper  Form  of  Groove  for  Cotton  Rope. 

Owing  to  the  manner  in  which  the  half  strands 
are  locked  in  the  above  figure  the  strength  of  the 
rope  is  not  appreciably  impaired. 

PIT  PULLEYS. 

We  come  now  to  consider  the  size  and  arrange¬ 
ment  of  the  pit  or  deflection  sheaves,  which  con¬ 
duct  the  rope  from  the  conduit  to  and  from  the 
power  house.  The  winding  drums  are  sometimes 
located  in  a  pit  under  the  track  ;  but  this  position 
is  not  recommended,  for,  when  so  placed,  they  are 


Fig.  274. 

exposed  to  the  dirt  and  water  that  come  through 
the  slot  everhead. 

In  designing  a  pit  in  its  relation  to  the  power 
house,  care  should  be  taken  to  use  as  few  Reflection 
sheaves  as  possible,  and  these  should  be  about  of 
the  same  diameter  as  the  winding  drums,  say,  as 
ten  is  to  twelve.  The  life  of  a  rope  depends  largely 
upon  the  number  of  bends  it  is  required  to  make 


and  also  whether  the  bends  are  in  the  same  direc¬ 
tion  or  not. 

A  good  design  for  pit  and  pulleys  for  two  ropes 
illustrated  in  Fig.  276.  By  this  arrangement  only 


Fig.  273. — Cotton  Rope  Splice. 


two  pulleys  are  required  for  each  cable.  These  are 
mounted  in  nearly  a  horizontal  position  in  the 
frames  which  are  securely  anchored  to  concrete 
foundations.  Elevating  sheaves,  shown  to  the 
right  and  left  in  Fig.  277,  conduct  the  ropes  to  their 
proper  level  in  the  conduit.  These  elevating 
sheaves  should,  usually,  be  equal  in  diameter  to  the 
pit  sheaves,  unless  the  angle  of  depression  is  a  very 
slight  one.  It  is  a  mistake  to  use  too  small  a  sheave 


Fig.  275. 


in  this  position,  for  a  rope  is  injured  almost  as 
much  by  being  required  to  conform  to  a  short  arc 
of  a  small  sheave  as  though  it  encircled  the  entire 
circumference. 

Another  arrangement  of  pit  sheaves  for  two  ropes 
is  shown  in  Fig.  278,  where  four  sheaves  are  re- 


128 


STREET  RAILWAYS. 


quired  for  each  rope,  each  pair  being  set  at  right 
angles  to  the  other.  Such  an  arrangement  is  some¬ 
times  necessary,  but  has  a  destructive  effect  upon 
the  rope. 

A  very  simple  arrangement  of  pit  sheaves  for  one 
rope  is  to  mount  the  two  sheaves  in  a  horizontal 
position  loose  on  the  same  shaft,  at  the  side  of  the 


which  the  pavement  is  placed  (Fig.  279).  Pro¬ 
vision  should  be  made  for  proper  drainage,  and 
when  this  is  not  possible,  pumps  must  be  provided 
for  removing  the  water. 

SIGNALS. 

Signal  appliances  are  very  important  in  the  op¬ 
eration  of  a  cable  line,  and  should  in  all  cases  be 


Fig.  276. — Plan  of  Power  Station  Pit — People’s  Line,  St.  Louis,  Mo. 


Fig.  278. 


conduit,  so  that  the  rope  is  conducted  to  its  proper 
level  in  the  tube. 

The  pits  being  constructed  under  the  streets,  the 
roof  must  necessarily  be  supported  in  a  very  sub¬ 
stantial  manner,  and  this  is  usually  done  by  means 
of  iron  girders,  with  brick  arches  between,  upon 


provided.  Electric  signals  with  proper  instruments 
and  a  code  are  recommended.  The  wires  may  be 
laid  within  the  conduit  or  in  a  pipe  alongside  the 
conduit  between  the  tracks,  with  signal  keys  at 
certain  manholes.  A  better  arrangement,  however, 
provided  poles  are  allowed,  is  to  support  the  wires 


CABLE  TRACTION. 


1 29 


on  poles  along  the  street,  with  signal  boxes  at 
proper  intervals.  By  means  of  the  signals  the 
engineer  may  be  at  once  notified  of  an  accident 
on  any  part  of  the  line,  and  the  wrecking  wagons 
can  be  promptly  sent  out.  In  addition  to  the 
electric  signal  it  is  customary  to  provide  an  au¬ 
tomatic  device  to  detect  any  fault  in  the  rope. 


To  provide  against  possible  delay  in  case  of  acci¬ 
dent  or  a  blockade,  all  well  managed  roads  are 
provided  with  wrecking  wagons,  which  are  kept 
ready  for  service  by  being  supplied  with  all  neces¬ 
sary  tools  and  by  having  trained  horses  and  a 
trained  crew  always  ready  to  operate  them  at  a 
moment’s  notice. 


"•Tilfimniinmu"  * 


Fig.  280. — Cable  Power  House  of  the  Cleveland  City  Cable  Railway. 


This  is  usually  placed  in  the  pit,  and  consists  of  a 
forked  spring  which  closely  embraces  the  rope,  and 
rings  a  signal  bell  in  case  a  broken  strand  or  wire 
should  come  in  contact  with  it. 

In  addition  to  the  signals,  a  watchman  is  em-. 
ployed  on  some  lines  who  is  stationed  in  the  pit  or 
power  house  to  watch  the  rope  continually,  in  order 
to  detect  any  signs  of  weakness  or  tendency  to 
Strand. 


THE  POWER  HOUSE. 

This  should  be  a  substantial  building  with  ample 
room  not  only  for  the  engines  and  machinery,  but 
also  for  a  repair  shop,  storage  and  suitable  offices 
and  waiting  rooms,  if  required.  It  is  desirable  to 
have  the  engine  room  light  and  airy  ;  and  it  is  a 
good  plan  to  provide  a  balcony  leading  off  from  the 
waiting  room,  from  which  visitors  may  watch  the 
operation  of  the  machinerv. 


130 


STREET  RAILWAYS. 


No  uniform  plan  for  a  power  house  can  be  given. 
The  location  and  financial  condition  of  the  com¬ 
pany  usually  govern  the  selection  of  material  and 
plan  of  construction.  The  same  remarks,  however, 
which  were  made  on  page  60  with  reference  to 
electric  power  stations  apply  in  the  case  of  cable 
lines.  Figs.  280  and  281  illustrate  two  interest- 


ployed;  now,  however,  a  number  of  compounds  are 
employed  in  cable  service,  and  their  use  is  recom¬ 
mended  in  localities  where  water  can  be  had  in  suf¬ 
ficient  quantities  for  condensing.  With  any  type  of 
engine  it  is  usual  to  employ  a  heavier  flywheel  than 
is  required  for  ordinary  work,  especially  on  lines 
with  heavy  grades  where  the  load  fluctuates  widely. 


ing  power  stations  that  may  well  serve  as  models 
where  a  pleasing  effect  is  desired. 

THE  ENGINES  AND  BOILERS. 

Any  approved  type  of  engines  and  boilers  of  suffi¬ 
cient  capacity  may  answer  the  purpose  of  cable 
traction.  The  most  desirable  is  one  that  will  main¬ 
tain  a  uniform  speed  whatever  the  variation  of  load. 
The  high  pressure,  automatic  cut-off,  horizontal 
engines  have,  heretofore,  been  most  generally  em- 


The  engine  and  boiler  equipment  should  be  in 
duplicate,  to  provide  against  possible  delays  from 
accident  to  the  machinery,  and  also  to  give  time 
for  rest  and  for  making  necessary  repairs.  The  en¬ 
gines  employed  are  generally  from  200  to  1,500  H. 
P.,  depending  upon  the  character  of  the  line  and 
the  amount  of  traffic.  In  emergencies  like  the  ad¬ 
vent  of  a  snow  storm  or  excessive  traffic,  both  en¬ 
gines  can  be  put  in  service.  The  amount  of  horse 


CABLE  TRACTION. 


power  to  be  provided  per  car  cannot  be  definitely 
stated.  This  will  depend  upon  the  length  of  the  line 
and  the  number  of  cars  operated.  The  average, 
however,  computed  from  the  actual  horse  power 
provided  on  a  dozen  lines  in  successful  operation 
in  this  country  is  twenty-five  H.  P.  per  car,  includ¬ 
ing  reserve.  The  average  horse  power  per  car 
provided  on  the  cable  lines  of  Melbourne,  Aust., 
which  aggregate  ninety-one  miles,  is  fifteen  for  the 
average  number  .of  cars  run.  The  average  horse 
power  to  move  1,000  ft.  of  cable  on  home  lines  is 
4.6.  The  power  required  to  move  the  cable  alone 
varies  from  thirty-five  to  seventy-five  per  cent.  The 
average  for  a  dozen  roads  in  operation  is  fifty-four 
per  cent.,  this  depending  largely,  as  before  stated, 
on  the  relative  diameters  of  the  carrying  pulleys  to 
the  diameters  of  the  journals. 

In  order  to  determine  the  approximate  amount 
of  steam  horse  power  that  should  be  provided  to 
operate  a  line  employing  less  than  ten  miles  of  rope 
the  following  plan  is  suggested:  Allow  four  horse 
power  to  each  1,000  ft.  of  rope,  reckoning  each 
right  angle  curve  equal  to  1,500  ft.  of  straight 
track.  Add  three  horse  power  for  each  car,  if  of 
ordinary  size,  and  sixty  horse  power  for  engines 
and  machinery. 

MODIFIED  CABLE  SYSTEMS. 

So  far  we  have  confined  our  description  to  the 
standard  cable  systems  which  use  a  vise  or  roller 
grip  for  transmitting  power  to  the  car.  Other  sys¬ 
tems,  however,  have  been  devised  and  deserve  a 
brief  description.  One  of  these,  known  as  the 
“  Ladder  Cable  System,”  was  operated  for  some 
time  in  the  city  of  Brooklyn,  N.  Y.,  but  afterwards 
abandoned.  The  distinctive  feature  of  this  system 
was  in  the  construction  of  the  cable  and  in  the  car 
connection.  The  hauling  cable  was  made  of  two 
wire  ropes,  each  about  three-fourths  of  an  inch  in 
diameter,  and  composed  of  six  large  wires  one- 
fourth  of  an  inch  in  diameter  without  a  hemp  core. 
These  ropes  were  placed  side  by  side,  about  an  inch 
apart,  and  connected  together  every  six  or  eight 
inches  by  steel  or  bronze  clips,  forming  a  ladder. 
This  cable  was  mounted  to  run  on  split  pulleys  in  a 
shallow  conduit  directly  under  the  slot. 


X3X 

Underneath  the  car  a  sprocket  wheel  was  hung, 
having  suitable  teeth,  which,  when  lowered  through 
the  slot,  engaged  with  the  clips  of  the  cable,  and 
caused  the  wheel  to  revolve.  To  start  the  car  a 
band  brake  was  applied  to  the  sprocket  wheel, 
which  checked  its  motion  and  caused  the  car  to 
move  with  the  cable.  At  the  terminals  and  cable 
crossings  the  sprocket  wheel  could  be  readily  lifted 
from  the  slot.  The  cable  was  driven  in  the  ordi¬ 
nary  manner,  by  solid  drums  having  grooves  or 
channels  wide  enough  to  receive  the  flat  side  of  the 
cable. 

Another  system,  known  as  the  “Chain  Pump 
Cable”  was  constructed  on  an  extensive  scale  in  the 
city  of  Newark,  N.  J.,  but  was  never  put  into  ser¬ 
vice.  This  system  employed  a  wire  rope  of  ordi¬ 
nary  size,  having  a  wire  core.  Attached  to  this 
rope,  every  six  or  eight  inches  were  metal  collars  or 
buttons,  about  three  inches  in  diameter,  securely 
held  in  place  by  being  pressed  on  in  halves  and  the 
parts  riveted  together  and  babbited.  This  rope 
thus  equipped  was  mounted  in  a  shallow  conduit 
close  to  the  slot,  and  was  carried  upon  small  two 
wheel  trucks,  about  ten  feet  apart,  to  the  axle  of 
which  it  was  securely  attached,  so  that  the  trucks 
travelled  with  the  cable,  small  tracks  for  the  wheels 
being  provided  in  the  bottom  of  the  conduit.  The 
truck  wheels  were  about  six  inches  in  diameter, 
mounted  loose  on  six  inch  axles.  The  rope  was 
made  to  travel  slightly  to  one  side  of  the  slot, 
bringing  the  side  of  the  button  directly  under  the 
opening.  Power  was  transmitted  to  the  car  by 
means  of  a  sprocket  wheel  hung  under  the  car,  the 
arms  of  which  engaged  with  the  buttons  through  the 
slot.  The  car  was  started  by  means  of  a  band  brake, 
in  about  the  same  manner  as  described  for  the  ladder 
cable  system.  In  place  of  the  sprocket  wheel  a  re¬ 
volving  metal  belt  was  afterward  substituted.  This 
belt  was  provided  with  arms  which  were  designed 
to  engage  with  the  axles  of  the  travelling  trucks, 
the  object  being  to  dispense  with  the  buttons  and 
depend  only  upon  the  trucks  to  impart  motion  to 
the  car.  In  this  system  the  cable  was  driven  by 
means  of  a  single  horizontal  pulley,  having  cham¬ 
bers  or  pockets  in  the  face  of  the  rim  of  sufficient 


132 


STREET  RAILWAYS. 


depth  to  receive  the  buttons  and  trucks.  Around 
this  driving  pulley  the  cable  made  but  one  wrap, 
being  driven  by  the  contact  of  the  buttons  against 
the  shoulder  of  the  chamber.  The  proper  tension 
was  maintained  by  means  of  a  tension  carriage 
placed  in  a  vault  at  the  end  of  the  line,  the  pulley 
of  which  was  provided  with  chambers  the  same  as 
the  driving  sheave,  and  was  also  mounted  upon  its 
car  in  a  horizontal  position.  The  curve  pulleys 
were  also  provided  with  pockets.  An  attempt  was 
also  made  during  this  experiment  to  avoid  the  use 
of  curve  pulleys,  by  placing  the  tracks  in  the  con¬ 
duit  in  a  perpendicular  position  on  the  side  of  the 
conduit,  with  spiral  approaches,  so  that  the  trucks 
would  lead  the  rope  around  the  curve. 

The  third  modification,  known  as  the  “Twin 
Cable  System,”  was  tried  on  a  short  experimental 
line  in  the  city  of  Binghamton,  N.  Y.,  and  was  op¬ 
erated  successfully  for  about  two  years,  the  grades 
on  the  line  being  over  twelve  per  cent.  By  this 
method  two  cables  are  operated  side  by  side,  one 
being  a  rope  of  ordinary  size,  and  the  other  a  small 
rope  only  one-half  inch  or  less  in  diameter.  The 
large  rope  was  driven  in  the  ordinary  manner,  and 
the  small  or  secondary  rope  received  its  motion  and 
power  by  means  of  its  frictional  contact  with  the 
same  curve  and  carrying  pulleys  upon  which  the 
main  cable  travelled.  The  terminals  of  the  line 
were  necessarily  constructed  with  a  loop.  Power  was 
transmitted  to  the  car  by  means  of  the  small  rope 
which  was  led  up  through  the  slot  over  a  loose  pulley 
mounted  under  the  car.  Two  thin  guide  pulleys  were 
provided  which  revolved  with  one  edge  through  the 
slot  and  so  protected  the  cable  from  chafing  against 
the  side  of  the  slot,  and  also  conducted  it  back  to 
its  place  in  the  conduit.  The  car  was  started  and 
stopped  by  means  of  a  band  brake  on  the  middle 
pulley,  thus  avoiding  the  wear  due  to  the  grip  in 
the  ordinary  systems.  Only  a  shallow  conduit  was 
required. 

This  system  has  been  further  improved  by  intro¬ 
ducing  a  train  of  differential  gear  with  friction 
clutches  between  the  cable  pulley  and  the  car  axles, 
by  means  of  which  the  car  can  be  run  twice  as  fast 
as  the  cable,  or  be  run  at  half  speed  in  the  opposite 


direction.  In  practice  the  car  is  designed  to  have 
varying  speeds  in  both  directions.  It  is  run  at  cable 
speed  or  double  speed,  and  half  speed  backwards, 
at  the  will  of  the  driver. 

COST  OF  CABLE  ROAD  CONSTRUCTION. 

What  will  it  cost,  is  the  first  and  most  im¬ 
portant  question  to  .settle  before  engaging  in  a 
cable  enterprise,  but  in  order  to  make  a  close 
and  accurate  estimate  of  the  cost  of  any  par¬ 
ticular  line  all  the  conditions  must  be  known. 
These  conditions  include  the  character  of  the  sur¬ 
face  formation,  whether  it  be  of  sand,  clay  or  rock; 
the  depth  of  the  substructures  already  in  the 
street,  including  the  water  pipes,  gas  pipes  and 
sewers;  the  width  of  the  street  and  the  amount  of 
vehicular  traffic  thereon  which  will  *  interfere  with 
the  work  to  a  greater  or  less  degree ;  the  ex¬ 
tent  of  the  temporary  tracks  necessary  to  prevent 
the  interruption  of  existing  traffic  ;  local  regula¬ 
tions  regarding  the  storing  of  material  ;  the  cli¬ 
mate,  whether  mild  all  the  year  or  subject  to  pe¬ 
riods  of  very  low  temperature,  requiring  heavier 
construction  to  prevent  slot  closure  ;  the  price  of 
material  and  labor  ;  the  character  of  the  route, 
whether  level  or  hilly,  straight  or  crooked,  and 
whether  bridges,  viaducts  and  crossings  for  steam 
lines  are  required  ;  the  amount  of  anticipated  traf¬ 
fic  ;  the  ability  of  the  engineer  employed,  and  the 
sums,  if  any,  that  must  be  paid  for  city  inspectors 
or  for  political  “  heelers.”  Under  ordinary  condi¬ 
tions  one  mile  of  double  track,  straight  street  con 
struction,  including  the  rope,  will  cost  about  $100,- 
ooo.  Some  lines  having  a  shallow  conduit  formed 
with  planks  have  been  built  for  about  $75,000  per 
mile,  and  a  few  have  cost  nearly  $200,000. 

The  actual  entire  cost  of  a  certain  line  with  deep 
conduit  including  2.95  miles  of  double  track,  was 
$694,329,  and  this  amount  was  divided  as  follows: 


Street  work,  complete .  $372,372 

Real  estate,  building,  machinery  and  rope .  240,305 

Rolling  stock .  81,652 

Total .  $694,329 


The  construction  on  this  line  was  first  class  in 
every  particular,  and  included  considerable  special 


CABLE  TRACTION. 


r33 


work,  consisting  of  one  ninety  degree  curve,  two 
crossings  for  steam  lines,  crossings  fora  number  of 
street  car  lines  and  a  large  amount  expended  in 
moving  gas  and  water  pipes  and  a  crossover  grip 
switch  at  each  terminal.  The  power  house  and  car 
barn  were  of  large  dimensions,  and  the  rolling 
stock  included  eighty-three  grip  cars,  coaches  and 
summer  cars. 

These  figures  have  sometimes  been  exceeded  in 
cable  construction,  but  rarely  need  be,  except  under 
the  unfavorable  conditions  which  exist  in  the  larger 
cities  of  the  country. 

The  actual  cost  of  anotlier  road  of  1.84  miles  of 
double  track,  closely  resembling  the  one  described 
above  in  all  the  details  of  street  construction,  and 
not  inferior  to  it,  except  in  buildings  and  rolling 
stock,  and  one  which  required  only  a  small  outlay 
for  moving  gas  and  water  pipes,  was  as  follows: 


Street  work  complete . $202,692 

Real  estate,  buildings  and  machinery .  93,353 

Rolling  stock .  17,324 

Total . $3 1 3, 369 


This  is  equivalent  to  a  total  investment  of  $170,- 
310  per  mile  of  double  track,  including  everything 
except  expenses  involved  in  securing  franchise  and 
negotiating  bonds 

The  following  estimate  is  given  as  the  average  of 
the  actual  cost  of  a  half  dozen  lines  that  have  been 
built  in  different  parts  of  the  country: 


POWER  HOUSE  AND  PLANT. 

Real  estate .  $10,000 

House  175  X  100  ft .  25,000 

Two  engines  and  foundations .  19,500 

Driving  machinery  for  two  cables  with  the  foundations  23,000 

Boilers  and  settings .  14,000 

Brick  smokestack  100  ft.  high,  5  ft.  in  diameter .  5,000 

Tension  cars  and  tracks .  2,500 

Heaters,  pumps,  fittings  and  sundries .  3,000 


$102,000 

Though  the  cost  of  power,  car  houses  and  plant 
does  not  vary  directly  as  the  length  of  the  line,  the 
following  figures  will  serve  as  a  basis  of  calcula¬ 
tion  within  reasonable  limits: 


APPROXIMATE  COST  OF  BUILDINGS  AND  MA¬ 
CHINERY  PER  MILE  OF  CABLE  ROAD. 
(double  track.) 


Ground  for  power  and  car  house .  $10,000 

Building .  15,000 

Engines  and  boilers .  10,000 

Driving  machinery .  10,000 

Total .  $45,000 


GENERAL  STREET  CONSTRUCTION. 

THREE  MILES  DOUBLE  TRACK. 

19,800  cu.  yds.  trench  excavation  at  75  cents .  $14,850 

7,920  cast  iron  yokes,  350  lbs.  each,  2  755,000  lbs  at 

i'/2  cents .  41,580 

880  carrying  sheaves,  complete,  at  $3.75 .  3,300 

21,120  yds.,  50  lbs.  per  yard  steel  slot  rails,  1,056,000 

lbs.  at  2)4  cents .  26,400 

21,120  yds.,  60  lbs.  per  yard  steel  track  rails,  1,185,000 

lbs.  at  2)4  cents .  28,512 

154,000  lbs.  cast  iron  manhole  covers  and  frames 

complete  at  i)4  cents .  2,695 

10,000  cu.  yds.  Portland  cement  concrete  at  $8.50. . .  85,000 

15,840  ft.  of  double  track  laying  at$i .  15.840 

22,200  sq.  yds.  granite  block  paving  at  $3 .  66,600 

Sewer  connections .  9,000 

32,180  lineal  feet  of  steel  wire  cable  wire  at  33  cents.  .  10,619 


$304,396 

SPECIAL  STREET  CONSTRUCTION. 

Some  details  may  be  estimated  as  follows: 


Main  vault  at  engine  house  and  fixtures .  $8,000 

Two  end  vaults  with  fixtures .  5,000 

Special  street  sheaves  for  summits  of  grades,  etc .  1,500 

Two  grip  switches .  2,500 

Two  coach  switches .  1,000 

One  crossing .  1,500 

180  degs.  of  double  tracked  curve .  9,000 


$28,500 

Of  these  items  the  first  three  or  four  are  required 
on  any  line  without  regard  to  length. 

ROLLING  STOCK  FOR  THREE  MILES  OF  ROAD. 

TRAINS  RUNNING  ON  FOUR  MINUTES  HEADWAY, 


15  grip  cars  and  grip  at  $1,000 .  $15,000 

15  coaches  at  $1,200 .  18,000 

$33.ooo 


Or  there  may  be  used  15  combination  cars  at  $2,200. 


*34 


STREET  RAILWAYS. 


SUMMARY. 


Power  house  and  plant . $102,000 

General  street  construction .  304,396 

Special  street  construction .  28,500 

Rolling  stock .  33, 000 

Total . $467,896 


It  does  not  follow  from  the  above  that  a  four 
mile  line  would  cost  one-third  more  or  that  six 
miles  would  cost  twice  as  much.  The  cost  of 
street  construction  will,  of  course,  be  in  proportion 
to  the  length  of  the  line,  but  one  power  house,  if 
properly  located,  and  one  main  vault  will  answer 
for  a  six  mile  line,  and,  under  favorable  conditions, 
one  station  will  serve  for  operating  a  half  dozen  or 
more  lines,  so  that  in  making  estimates  from  the 
table  a  distinction  should  be  made  between  the 
constant  and  variable  quantities. 

DAILY  OPERATING  EXPENSES. 

A  road  of  three  miles  in  length,  on  which  the 
foregoing  figures  have  been  made,  will  cost  about 
$275  per  day  to  operate  ;  but  some  roads  of  the 
same  length,  having  more  curves,  heavier  grades, 
and  heavier  traffic,  cost  more  than  this.  The  prin¬ 
cipal  items  of  expense  will  be  about  as  follows : 


Five  and  a  half  tons  coal  (2,240  lbs.)  at  $2.50 .  $13-75 

Water,  oil  and  grease . 3.25 

Depreciation  of  rope .  35-00 

*Sixty-six  gripmen  and  conductors  at  $2.00 .  132.00 

Power  and  car  house  service .  28.00 

Track  service .  8.00 

Repairs,  engines  and  line  machinery .  2.00 

“  grip  and  cars .  7.00 

“  track  and  buildings .  6.00 

House,  track  and  cable  expenses .  6.00 

Injury  to  persons  and  property .  4.00 

Licenses  and  taxes .  7.00 

General  and  miscellaneous  expenses .  23.00 

Total . $275.00 


With  a  cable  speed  of  eight  miles  for  nineteen 
and  a  half  hours  and  trains  on  four  minutes’ 
headway,  each  train  would  make  no  miles  per  day, 
and  fifteen  trains  would  make  1,650  train  miles,  or 
3,300  car  miles.  The  total  operating  expenses 
would,  therefore,  be  nearly  eight  and  four  tenths 
cents  per  car  mile. 

It  should  be  remembered,  however,  in  estimating 
the  daily  operating  expenses  of  cable  railways,  that 
about  half  the  cost  remains  unchanged  by  any  al¬ 
teration  in  the  amount  of  traffic,  while  the  other 
half  varies  as  the  traffic  varies. 

*  Running  nineteen  and  one-half  hours  a  day,  road  can  be 
operated  with  three  men  to  a  train. 


CHAPTER  III. 


HORSE  TRACTION. 


We  use  the  term  horse  in  a  broad  sense  to  in¬ 
clude  both  horses  and  mules,  meaning  animal 
power  as  employed  for  the  propulsion  of  street  cars, 
in  distinction  from  mechanical  traction. 

It  is  by  no  means  a  foregone  conclusion  as  is 
often  stated,  that  mechanical  power  will  eventually 
supersede  animal  power  on  all  street  railways.  It 
will  continue  to  increase,  no  doubt,  till  a  majority 
of  roads  are  operated  under  some  form  of  mechani¬ 
cal  power,  but  the  living  motor  is  in  the  field,  new 
men  are  constantly  coming  into  this  branch  of 
the  street  railway  business,  the  veterans  need  some¬ 
times  to  be  reminded  of  things  that  they  already 
know  ;  hence,  this  chapter  is  of  prime  importance. 

SELECTION. 

In  selection,  the  choice  between  horses  and  mules 
should  be  governed  chiefly  by  the  climate.  In  the 
extreme  South  mules  will  of  necessity  be  employed  ; 
but  in  Northern  and  border  cities  where  the  ex¬ 
periment  has  been  tried,  the  mules,  in  most  cases, 
have  been  discarded  for  horses.  The  reason  usu¬ 
ally  given  is  that  they  become  too  “  logy”  with  age, 
and  their  appearance  is  not  as  pleasing  as  horses  to 
the  public,  and  although  they  can  be  kept  a  little 
cheaper  they  are  not  so  long  lived. 

As  to  weight,  the  choice  depends  chiefly  upon 
the  method  of  driving,  whether  single  or  double. 
For  driving  in  pairs  horses  that  weigh  from  1,050 
to  1,150  lbs.  give  the  best  service.  On  some  lines, 
however,  horses  that  weigh  from  850  to  900  lbs.  are 
preferred.  For  single  driving  the  better  weight  is 
1,200  to  1,250.  It  is  recommended  that  a  few  still 
heavier  horses  be  kept  in  every  large  stable  for 
teaming  and  for  operating  the  sweepers  and  snow¬ 
plows.  It  is  a  commendable  practice  to  have 
this  class  of  horses  all  of  one  color,  and  provide 
for  them  a  section  of  the  stable  where  they  may  be 
kept  separate  from  the  other  animals. 


The  standard  weight  for  mules  in  street  car  ser¬ 
vice  is  about  900  lbs.,  although  many  lines  are 
operated  with  animals  that  average  no  more  than 
600  or  700  lbs. 

The  color  is  a  condition,  though  not  an  import¬ 
ant  one,  in  the  selection  of  horses.  Grays,  bays 
and  browns  are  generally  preferred  as  being  the 
most  serviceable  ;  the  grays  stand  the  heat  better, 
but  do  not  stand  cold  weather  as  well  as  other 
colors  ;  blacks  are  the  shortest  lived  ;  sorrels  and 
such  gray  colors  as  are  likely  to  fade  should  be 
avoided. 

As  to  build,  a  good  blocky  horse  without  too 
much  “day  light”  under  him  or,  rather,  not  too 
long-legged,  say,  from  fifteen  and  a  half  to  sixteen 
hands  high,  usually  gives  the  best  satisfaction. 

The  feet  and  muscles  of  the  legs  are  the  main¬ 
stay  of  a  railroad  horse  and  should  be  carefully 
noted  in  the  selection.  A  flat  footed  horse  should 
never  be  selected  for  driving  upon  pavements  ;  for 
dirt  roads  they  may  answer.  “  Low  bred”  horses 
are  not,  as  a  rule,  recommended,  but  rather  those 
bred  in  high  or  rolling  districts.  The  bones  should 
be  well  set  so  as  not  to  be  likely  to  be  injured  by 
the  incessant  stopping  and  starting  of  the  car. 

A  good  disposition  and  easy  gait  are  qualities 
absolutely  necessary.  Usually  the  head,  eye  and 
general  appearance  will  determine  the  disposition 
if  the  former  history  of  the  animal  is  not  attainable, 
and  a  short  trot  will  show  the  gait. 

The  best  age  at  time  of  purchase  is  from  five  to 
seven  years,  if  long  life  is  expected. 

As  to  sex,  but  little  attention  may  be  paid  ;  al¬ 
though,  as  a  rule,  mares  last  longer  than  horses,  but 
are  not  usually  as  docile. 

The  selection  of  horses  for  this  line  of  service  is 
one  of  the  most  difficult  problems  that  the  street 
railway  manager  has  to  meet,  from  the  fact  that 


*36 


STREET  RAILWAYS. 


the  most  desirable  animals  command  too  high  a 
price,  but  good  qualities  should  be  insisted  upon 
without  regard  to  price.  The  most  careful  buyer 
will  sometimes  make  mistakes  or,  rather,  an  animal 
that  has  some  good  points  will  often  go  to  pieces 
quickly,  but  mistakes  will  grow  less  and  less  as  one 
gains  in  experience.  When  it  is  possible  horses 
should  be  bought  on  condition  of  ten  days’  trial. 

New  horses  on  being  introduced  to  the  stable 
should  be  assigned  to  a  clean,  airy  department 
specially  set  apart  for  this  purpose  and  never  used 
for  other  purposes.  They  should  be  allowed  a  day  or 
two  for  rest,  especially  if  they  have  been  transported 
any  distance.  Then,  if  they  take  their  feed  well, 
they  may  be  put  to  quarter  or  half  work  with  a 
steady  mate,  under  a  careful  driver  who  will  take 
pains  to  break  them  in  to  their  work,  and  all  the 
time  they  should  be  carefully  watched. 

Almost  invariably  the  new  horses  will  have  a 
short  season  of  sickness,  “  becoming  acclimated,” 
as  it  is  termed,  soon  after  being  introduced  to  the 
new  work,  but  a  change  of  feed  and  some  of  the 
simple  remedies  will  soon  bring  them  out  all  right. 
After  about  two  months  they  will  usually  become 
accustomed  to  the  noise  and  sights  of  the  streets 
and  may  be  put  to  full  work,  and  the  superintend¬ 
ent  should  personally  see  that  they  are  properly 
mated,  and  assigned  to  the  care  of  a  suitable  host¬ 
ler,  according  to  the  disposition  of  the  horse  and 
the  man,  much  depending  upon  the  adaptation  of 
each  to  the  other. 

The  horses  should  give  indications  of  merit  from 
the  start  ;  usually  a  street  car  stable  is  not  a  horse 
training  establishment. 

After  about  one  year  the  new  animals  will  be¬ 
come  ‘  seasoned  ’  and  may  then  be  considered 
good  for  the  average  life  of  the  stable. 

This  much  in  a  general  way  regarding  selection. 
The  particular  practice  on  some  lines  in  large 
cities  is  about  as  follows  : 

The  purchases  are  usually  made  at  the  horse 
market  from  regular  dealers  who  import  Western 
stock.  All  animals  are  taken  upon  five  to  ten  days' 
trial.  When  introduced  into  the  stable  they  are 
put  into  the  reception  department,  a  section  apart 


from  the  other  portions  of  the  stable.  A  careful 
description  covering  age,  weight,  color,  etc.,  of 
each  horse  is  taken  by  the  superintendent  in  con¬ 
junction  with  the  stable  foreman,  and  a  return 
made  of  the  reception  to  the  office. 

A  physical  examination  of  each  animal  is  then 
made  by  the  veterinary  surgeon,  and  a  separate  re¬ 
port  of  its  result  is  filed.  Special  feed  is  given, 
with  rest  and  any  necessary  tonics  or  medicines  for 
a  day  or  two,  with,  perhaps,  an  hour’s  exercise  in 
the  drill  room  connected  with  the  stable.  The  trial 
trip  is  then  made,  and  the  character  and  disposi¬ 
tion  of  the  animal,  under  the  conditions  of  his 
work,  tested.  When  fresh  from  work,  warm  and 
excited,  he  is  again  examined  by  the  superintend¬ 
ent  and  the  veterinary  and  the  result  noted.  After 
remaining  quiet  for  a  day,  that  any  latent  stiffness 
or  lameness  which  actual  work  may  develop  may  be 
noted,  he  is  again  tested  by  being  put  to  longer 
and  harder  work,  specially  to  try  his  wind  and 
general  strength.  These  trials  and  subsequent  ex¬ 
aminations  are  continued  until  the  limit  of  the 
time  given  is  exhausted,  and  then,  as  the  result  of 
a  final  examination  by  the  superintendent,  the 
president  or  vice  president  being  present,  the  form¬ 
er  makes  a  written  recommendation  to  the  presi¬ 
dent  for  the  acceptance  of  certain  animals  of  the 
lot  and  the  return  of  the  rest  to  the  seller.  Upon 
the  approval  of  this  recommendation,  the  account¬ 
ant  makes  proper  entry  of  description,  and  an  order 
is  issued  in  written  form  for  the  numbering  of  the 
accepted  horses. 

FEED. 

The  feed  of  street  car  horses  should  always  be 
prepared  with  great  care.  It  is  impossible  to  give 
the  kind  and  exact  amount  of  feed  that  would  be 
suitable  for  all  localities.  The  prices  and  supply 
must,  in  many  cases,  decide  the  practice.  It  is  gen¬ 
erally  admitted,  however,  that  ten  or  twelve  pounds 
of  cut  hay  mixed  with  fourteen  pounds  of  oats  and 
corn,  ground  half  and  half  in  bulk, is  the  most  univer¬ 
sal  and,  in  the  long  run,  the  most  economical  daily 
ration  for  horses  in  street  railway  service,  and  that 
they  should  be  led  three  times  a  day  at  least.  In 
some  stables  the  corn  and  oats  are  ground  separ- 


HORSE  TRACTION. 


*37 


ately  and  then  mixed  ;  it  is  claimed  that  neither 
grain  is  properly  ground  when  mixed  together.  In 
warm  climates  where  mules  are  employed  good 
practice  favors  a  ration  consisting  of  from  twenty- 
six  to  twenty-eight  pounds  of  long  hay  and  grain 
(corn  and  oats  unground),  half  and  half  in  summer, 
but  nearly  all  corn  in  winter.  The  objections  urged 
against  cut  food  in  warm  climates  are  that  it  is  lia¬ 
ble  to  sour,  attracts  flies  and  frequently  produces 
cases  of  colic. 

It  is  a  good  practice  to  vary  the  feed,  especially 
the  proportion  of  corn  and  oats  fed  to  the  animals  ; 
it  breaks  up  the  monotony  of  always  having  the 
same  ration,  and  stimulates  the  appetite.  Corn, 
being  more  nutritious  than  oats,  is  usually  fed  in 
a  larger  proportion  in  winter  ;  some  feed  as  high 
as  four-fifths  of  corn  to  one-fifth  of  oats  in  cold 
weather. 

The  following  amounts  and  kinds  of  feed  are 
quoted  from  the  actual  practice  of  stables  in  dif¬ 
ferent  parts  of  the  country.  The  figures  i,  2,  etc., 
indicate  different  roads  in  the  same  city. 

Chicago,  i. — Fourteen  pounds  of  corn  and  oats 
ground  and  seven  pounds  of  cut  hay  ;  corn  and 
oats  mixed  in  proportion  of  bushel  for  bushel  in 
cold  weather  and  pound  for  pound  in  warm 
weather.  Hay  wet  down  and  sprinkled  with 
salt  ;  seven  pounds  per  feed,  varied  in  case  a 
horse  is  a  heavy  or  light  feeder.  Hours  for  feed¬ 
ing,  2  a.  m.,  9  a.  M.  and  2  p.  m.  ;  about  two  and  a 
half  hours  required  for  feedmen  to  finish.  Aver¬ 
age  daily  mileage,  sixteen. 

2. — Summer  feed  :  Ten  pounds  of  corn,  five 
pounds  of  oats,  three-fourths  of  a  pound  of  bran, 
eight  pounds  of  hay.  Winter  feed  :  Twelve  pounds 
corn,  three  pounds  oats,  hay  same.  Part  of  the  hay 
cut  and  mixed,  part  fed  long.  Upland  prairie  hay. 
Horses  fed  three  times  a  day,  hours  to  correspond 
with  the  hours  of  service.  Daily  mileage,  eighteen 
to  twenty  ;  stable  mileage,  thirteen  and  a  half  to 
fourteen. 

New  York.  i. — Eighteen  pounds  of  meal,  seven 
pounds  of  cut  hay,  timothy  and  clover,  one-third 
being  clover.  In  mixing  a  small  quantity  of  wheat 
bran  and  about  three  ounces  of  salt  for  each  ani¬ 


mal  are  added.  The  proportions  of  corn  and  oats 
by  measure  are  one-fourth  corn  and  three-fourths 
oats  in  summer.  In  very  cold  weather  the  quanti¬ 
ties  are  half  and  half  ;  in  mild  weather  one-third 
corn  and  two-thirds  oats.  Hours  of  feed  are  5  and 
10  A.  m.  and  4  p.  m.,  equal  quantities  each  time.  Hos¬ 
pital  and  half  work  ration  :  Long  hay  and  boiled 
crushed  oats.  Road  mileage,  fifteen  ;  stable  mile¬ 
age,  twelve. 

2.  — Seventeen  and  a  half  pounds  of  meal  in  pro¬ 
portions  of  eleven  pounds  of  corn  and  six  and  a  half 
of  oats  ground  together,  ten  pounds  of  cut  hay, 
all  thoroughly  mixed  and  a  little  fine  salt  added. 

Morning  ration,  given  at  6  a.  m.,  consists  of  five 
pounds  of  meal  and  two  and  a  half  pounds  of  hay. 
Noon  ration, given  at  10  a.  m.,  same;  evening  ra¬ 
tion,  given  at  4  p.  m.,  seven  and  a  half  pounds  of 
meal  and  five  pounds  of  hay.  In  summer,  noon 
feed  consists  of  six  quarts  of  dry  oats  in  lieu  of  the 
cut  feed.  Mileage,  sixteen  and  eighteen.  In  sum¬ 
mer,  the  work  is  divided  into  two  stages.  In  cool 
weather  all  the  work  is  done  without  change.  A 
little  water  is  given  as  soon  as  the  animal  comes  in 
from  work. 

3.  — For  large  horses  driven  single,  sixteen 
pounds  of  corn  and  oats  in  the  proportion  of  one 
to  four  in  bulk.  Twelve  pounds  of  cut  hay.  Hours  1 
for  feeding,  4  and  9  a.  m.  and  4  p.  m. 

Brooklyn,  N.  Y.  i. — In  summer,  fifteen  pounds 
of  grain  ground  in  proportion  by  weight  of  one- 
third  corn  and  two-thirds  oats.  In  winter  the 
weights  are  reversed.  Fifteen  pounds  of  cut  hay 
moistened  and  mixed  properly  with  the  meal. 
About  four  pounds  of  cattle  salt  to  each  100  horses. 
Hours  for  feeding,  5  :  30  and  10  a.  m.  and  4  p.  m. 
Quantities  at  each  feed,  ten,  eight  and  twelve 
pounds.  Road  mileage,  sixteen. 

2. — Twenty-eight  pounds  per  day,  composed  of 
twelve  pounds  of  corn  meal,  six  pounds  of  oats,  ten 
pounds  of  hay.  A  part  of  the  oats  fed  dry  at  noon. 

A  little  less  grain  in  summer  than  in  winter.  Mile¬ 
age,  fifteen  and  a  half.  Average  working  life, 
reckoned  for  a  period  of  twenty  years,  seven  years. 

Philadelphia. — Sixteen  pounds  of  crushed  corn 
per  day  from  May  1  to  October,  and  eighteen 


STREET  RAILWAYS 


138 

pounds  from  October  1  to  May,  eight  pounds  of 
clover  and  timothy  hay  is  cut  and  mixed  with 
the  crushed  corn,  and  six  pounds  of  timothy 
hay  is  fed  long.  In  February  and  March,  six  or 
eight  ears  of  corn  are  fed  three  times  a  week.  In 
July  and  August,  if  the  weather  is  very  warm,  oats 
are  given  in  lieu  of  the  crushed  corn.  Occasion¬ 
ally  bran  is  mixed  in  the  mess  when  the  cut  hay 
has  not  sufficient  clover  in  it.  Carrots  are  fed  to 
off-feed  horses  in  the  fall  and  early  winter.  Road 
mileage,  twenty-two. 

Washington,  D.  C. — Morning  feed,  five  pounds 
of  cornmeal,  five  pounds  of  hay,  one  pound  of 
bran.  Noon  feed,  six  quarts  of  dry  oats.  Evening 
feed,  five  pounds  of  corn  meal,  six  pounds  of  hay, 
one  pound  of  bran.  The  hay  is  cut,  moistened  and 
thoroughly  mixed,  a  small  quantity  of  salt  being 
added. 

Baltimore.— Fourteen  pounds  of  corn  chop, 
three  pounds  of  mill  feed,  nine  pounds  of  cut  hay, 
thoroughly  mixed  and  dampened,  a  little  salt  being 
added,  and  seven  pounds  of  long  hay.  Hours  of 
feed,  three,  regulated  by  the  service.  Mileage, 
eighteen  to  twenty. 

Providence,  R.  I.— Horses  are  fed  from  4.30  to 
5.30  a.  m.,  10  to  11.30  a.  m.  and  3.30  to  5  p.  m.,  one 
man  having  charge  of  the  feeding.  The  morning 
feed  consists  of  three  pounds  of  oats,  one  and  three- 
quarters  pounds  corn  (whole)  and  three  pounds  of 
cut  hay  ;  noon  and  evening  three  pounds  of  cut 
hay  and  eight  and  four-tenths  pounds  of  ground 
corn  and  oats,  two-thirds  corn  and  one-third  oats 
mixed  together.  The  straw  used  for  bedding  is 
about  thirty-five  pounds  per  horse  per  month. 
Feed  the  same  winter  and  summer.  Horses  are 
divided  into  groups  of  sixteen,  each  under  the  care 
of  one  man  who  takes  care  of  and  hitches  up  the 
horses  at  the  proper  time.  Mileage,  from  twelve  to 
fifteen,  according  to  routes. 

Detroit,  Mich. — Four  pounds  of  oats  at  4  a.  m.; 
three  pounds  of  oats,  corn  and  cut  hay,  mixed,  at 
8  a.  m.,  a  little  bran  and  salt  being  added;  four 
pounds  dry  oats  at  1  p.  m.;  at  5  p.  m.  cut  feed,  the 
same  as  at  8  a.  m.  ;  loose  hay  at  10  p.  m.  Total 


weight  of  hay,  ten  pounds  per  day.  Summer  and 
winter  feed  same.  Mileage,  thirteen  or  fourteen. 

Milwaukee. — The  daily  ration  for  each  horse 
consists  of  six  pounds  of  cornmeal,  four  pounds  of 
oatmeal,  one  pound  of  bran,  four  pounds  cut  timo¬ 
thy  hay  mixed,  eleven  pounds  upland  prairie  hay 
loose,  and  seven  pounds  dry  oats  ;  total,  thirty- 
three  pounds.  Hours  of  feed,  4  and  11  A.  m.  and 
5  p.  m.  Mileage,  twenty-four,  changed  every  trip. 

New  Orleans,  La.  i. — Mules  only  being  employed. 
Fourteen  pounds  of  oats,  fourteen  pounds  of  tim¬ 
othy  hay  per  animal,  daily,  from  October  to  May, 
and  twelve  pounds  of  each  for  the  remainder  of  the 
year.  Hours  of  feed,  4  and  10  a.  m.,  2  and  6  p.  M. 
Hay  fed  in  racks  in  yard  or  cooling  shed.  Each 
hostler  cares  for  twelve  animals,  to  feed,  water,  clean 
and  hitch  up.  No  bedding  is  used.  Animals  turned 
out  into  the  shed  lots  in  pleasant  weather.  Mileage 
eighteen.  No  deaths  from  colic  since  corn  was 
discarded. 

2. — Twelve  pounds  of  oats,  two  pounds  of  crushed 
corn,  mixed  and  fed  dry,  eleven  pounds  of  long 
hay  in  summer,  Winter  feed,  eleven  pounds  of 
oats,  three  pounds  of  crushed  corn,  eleven  pounds 
of  long  hay  ;  total,  twenty-five  pounds.  Hours  of 
feed,  with  grain  3  :  30  and  9  :  30  a.  m.,  a  little  bran 
being  given  once  a  week  and  a  lump  of  rock  salt 
kept  in  each  manger.  Hay  is  fed  in  equal  parts  at 
7  :  30  a.  m.  and  5:30?.  m.  Mileage,  twenty  in  winter, 
eighteen  in  summer.  Track  level. 

Oakland,  Cal. — At  5  a.  m.,  four  quarts  of  rolled 
barley,  dry;  at  11  a.  m.  two  quarts  of  rolled 
barley,  dry ;  at  four  p.  m.,  four  quarts  of  rolled 
barley,  every  other  day,  alternating  with  six  quarts 
of  cut  mixed  feed  in  the  following  proportions  : 
One  pound  of  bran,  three  pounds  of  cut  wheat  hay, 
three  pounds  of  cut  oat  hay,  six  pounds  of  ground 
barley.  About  twelve  pounds  of  hay  per  horse  per 
day  are  fed  at  eight  o'clock  in  the  evening. 

In  summer  more  cut  feed  and  less  barley  is  fed, 
and  in  winter  vice  versa.  Each  horse  is  fed,  in  ad¬ 
dition,  two  handfuls  of  linseed  meal  once  a  month. 
Horses  are  watered  before  feeding,  and  are  driven 
sixteen  to  twenty  miles  per  day  all  at  one  time  ; 
groomed  once  a  dav,  in  the  morning. 


HORSE  TRACTION. 


139 


A  good  hospital  ration  consists  of  bran  mash, 
sometimes  with  dry  oats. 

A  handful  of  long  hay  thrown  on  the  floor  before 
the  horses  as  soon  as  they  come  in  from  a  trip  is 
recommended. 

Great  care  should  be  exercised  in  selecting  the 
hay.  It  should  always  be  the  best  to  be  had  in  the 
market.  Neither  musty  hay  nor  musty  straw  for 
bedding  should  ever  be  used,  as  it  tends  to  produce 
skin  disease  and  other  ailments  in  the  stock. 

The  mixing  box  for  feed  may  be  of  wood,  but 


ers.  In  case  the  feed  is  mixed  on  the  top  floor  of  a  sta¬ 
ble  it  may  be  carried  to  the  lower  floors  by  meansof 
iron  flues  or  chutes,  where  the  stablemen  distribute 
it  by  means  of  two  wheeled  carts  and  measures. 

The  carts,  chutes  and  boxes  should  always  be 
thoroughly  scraped,  washed  and  salted  after  being 
used. 

A  little  salt  should  be  mixed  with  the  feed,  and 
loose  salt  fed  three  times  a  week.  Horses  need  salt 
as  much  as  men,  and  they  would  not  eat  it  if  it  were 
not  necessary  for  them. 


Fig.  282.— Cross  Gangway,  Showing  Watering  Trough  and  Filter. 


boiler  iron  is  preferable.  The  box  should  be  about 
three  feet  deep,  ten  feet  wide,  and,  for  large  stables, 
from  forty  to  fifty  feet  long.  Boxes  made  T  shape 
are  recommended  for  large  stables,  as  they  give  op¬ 
portunity  for  three  men  to  assist  in  the  mixing. 
The  hay  is  first  put  in  then  the  grain,  in  a  uniform 
layer,  on  top.  Beginning  at  one  end,  or  at  the 
angle  of  T  boxes,  it  is  thrown  over  that  with  a  fork 
and  moistened  with  water  from  a  hose  located  in  a 
convenient  position. 

Some  stablemen  prefer  a  deep  box  in  which  the 
hay  and  grain  can  be  put  in  in  several  alternate  lay- 


A  reliable  feeder  is  one  of  the  first  necessities  of  a 
well  regulated  stable.  He  should  know  how  much 
each  horse  requires  and  gauge  his  measure  accord¬ 
ingly.  Ahorse  should  have  all  he  can  possibly  eat, 
but  nothing  should  ever  be  left  over. 

Metal  feed  boxes  for  the  stalls  are  recommended, 
and  if  these  can  be  had  in  the  form  of  enameled 
kettles,  holding  about  twenty  gallons,  all  the  bet¬ 
ter.  These  are  not  liable  to  become  sour  or  foul, 
and  can  be  readily  cleaned  with  a  sponge  after 
using.  They  should  be  of  sufficient  depth  to  pre¬ 
vent  the  horse  from  nosing  out  his  feed.  No  hay 


140 


STREET  RAILWAYS. 


racks  are  required.  Long  hay  can  oe  fed  from  the 
floor. 

Water  should  be  given  frequently.  For  conven¬ 
ience,  watering  troughs  should  be  provided  along 
every  cross  gangway,  and  should  be  covered  with 
lids  that  will  close  themselves. 

A  few  stables  are  provided  with  troughs  of  run¬ 
ning  water  along  the  head  of  each  stall,  two  rows 
of  stalls  being  made  to  face  each  other  for  this  pur¬ 
pose.  The  troughs  are  covered,  but  have  a  round 
opening  with  a  movable  lid  in  front  of  each  animal. 


so  that  the  animals  have  access  to  water  at  all 
times.  It  is  claimed  for  this  practice  that  the  ani¬ 
mals  having  frequent  access  to  water  are  not  likely 
to  gorge  themselves  after  coming  in  from  a  trip, 
and  that  no  evil  effects  follow  this  practice.  The 
water  is  naintained  at  a  uniform  height  in  the 
troughs,  without  danger  of  overflow,  by  means  of  a 
stand  pipe  connected  with  a  feed  pipe  running  along 
the  floor,  which  in  turn  is  fed  from  a  reservoir  on 
the  same  level  with  the  troughs,  which  being  sup¬ 
plied  by  a  float  valve  shuts  off  the  street  main  and 
maintains  the  water  always  at  the  same  level. 


In  warm  weather,  when  the  horse  comes  in  from 
a  trip,  his  head,  nostrils  and  mouth  should  be  thor¬ 
oughly  sponged,  and  then,  after  standing  about  an 
hour,  a  little  water  may  be  given,  and  after  a  short 
time  more,  all  that  the  horse  wants.  It  will  be 
found  that  a  horse  will  not  drink  nearly  as  much 
water  if  regulated  as  above,  as  he  will  if  given  ac¬ 
cess  to  the  rough  on  coming  in.  On  long  lines  in 
hot  weather  water  should  be  given  en  route.  The 
practice  of  mixing  a  little  oatmeal  with  the  water 
given  at  way  stations,  in  summer,  is  recommended. 


It  renders  the  water  more  palatable,  and  is  slightly 
nourishing. 

In  most  localities  it  will  be  found  beneficial  to 
provide  for  filtering  the  water  given  to  horses.  A 
good  filter  may  be  made  by  filling  a  large  barrel  with 
coarsely  ground  charcoal  with  brush  and  gravel 
and  a  mixture  of  sulphur.  This,  placed  above  the 
watering  trough,  in  position  for  leading  the  water 
through  it  will  greatly  reduce  the  cases  of  colic  and 
kidney  complaint  among  the  stock  (Fig.  282). 

Stablemen  are  usually  required  to  care  for  from 
fourteen  to  eighteen  horses  (sixteen  is  the  average 


HORSE  TRACTION. 


141 


number,  the  feed  being  mixed  for  them).  Each 
one  should  be  assigned  his  place  in  the  stable  and 
should  be  furnished  with  the  usual  kit  of  stable 
tools,  including  ratan  shavings,  from  which  to 
make  brushes  or  wisps,  and  should  be  required  to 
groom  his  horses  twice  a  day  at  least.  Too  much 
grooming  is  hardly  possible.  The  more  a  horse  is 
groomed  the  better  he  feels,  and,  therefore,  does 
better  work.  The  horse  millennium  will  be  when 
each  animal  receives  just  the  right  amount  of  food 
at  exactly  the  right  time,  and  be  cared  for  and 


covered  in  one  trip,  so  that  the  horse  may  not  be 
disturbed  during  the  hours  assigned  for  rest. 
When  the  weather  is  exceedingly  warm  it  is  better 
to  divide  the  time,  and  if  the  stable  is  not  conveni¬ 
ently  located,  relief  stations  should  be  established 
and  provided  with  suitable  shelter  ;  not  a  mere 
booth  or  shed,  in  which  they  are  liable  to  be 
drenched  by  a  sudden  shower  or  chilled  by  a 
change  of  temperature,  or,  worse  than  all,  pestered 
by  flies  and  harassed  by  restless  companions,  but  a 
stable  proper. 


Fig.  284. — Interior  of  Blacksmith  Shop. 


groomed  with  regard  to  his  own  peculiar  physical 
conditions.  , 

MILEAGE. 

The  daily  mileage  for  street  car  horses  is  from 
ten  to  twenty-two  miles.  Ten  miles  with  single 
cars  and  fifteen  on  double  cars  is  about  the  stand¬ 
ard  distance,  with  one  day  in  seven  for  rest.  When 
horses  are  driven  more  than  fifteen  or  sixteen  miles 
a  day  it  will  be  found  difficult  to  keep  them  in 
good  condition,  and  an  attempt  to  exact  more  than 
than  this  from  a  team  will  not  be  found  to  be  eco¬ 
nomical.  In  cool  weather  the  distance  may  be 


The  fact  is  established  beyond  question,  that  the 
life  of  a  car  horse  is  prolonged  from  twenty  to 
thirty  per  cent,  by  having  a  stable  rest  between 
trips,  in  summer,  when  the  harness  is  taken  off,  and 
proper  water  applications  afforded  them. 

Night  horses  should  be  kept  in  a  separate  and 
quiet  department  of  the  stable,  and  bedded  so  that 
they  can  sleep  during  the  day. 

BEDDING. 

In  fact,  it  is  a  good  plan  to  keep  more  or  less 
bedding  under  the  horses  during  the  day,  espec¬ 
ially  with  such  animals  as  hesitate  to  respond  to 


142 


STREET  RAILWAYS. 


Nature’s  calls  when  standing  on  a  bare  floor.  Quiet¬ 
ness  is  a  desirable  feature  to  be  sought  in  a  street 
car  stable.  On  account  of  the  noise,  stone  floors  and 
iron  gutter  covers  are  not  recommended.  Neither 
are  iron  chains  recommended  for  halters,  especially 
where  iron  mangers  are  used. 

The  material  used  for  bedding  is  regulated  usu¬ 
ally  by  the  kind  to  be  had.  Hand  thrashed  rye 
straw  is  considered  the  best.  Oat  straw,  rice 
straw,  pine  straw,  prairie  hay,  wood  shavings  and 
Holland  peat  moss  are  used  as  substitutes.  With 


be  suspended  from  the  ceiling  by  a  block  and  fall, 
so  that  they  may  be  readily  lowered  to  the  floor  for 
filling,  and  swung  up  and  out  of  the  way  during 
the  day.  (Fig-  283). 

Disinfectants  should  be  freely  used  in  every  large 
stable,  especially  in  warm  weather.  For  this  pur¬ 
pose  phenyl,  plaster,  bluestone,  lime  partly  air 
slacked,  either  alone  or  mixed  with  the  above,  are 
recommended.  There  are  also  patent  mixtures  and 
solutions  on  the  market,  some  of  which  are  in  favor 
with  stablemen  as  disinfectants. 


Fig.  285. — City  Stable — Belt  Line,  New  York. 


any  material  a  liberal  supply  should  be  provided. 
It  is  cruel  treatment  to  a  horse  to  put  only  a  little 
straw  upon  a  hard  floor  to  make  him  a  bed. 

Where  pine  shavings  are  used  they  lessen  the 
value  of  the  manure  as  a  fertilizer.  Peat  moss  has 
its  advocates  ;  it  is  a  good  absorbent,  and  is  usually 
economical.  As  a  bedding  for  use  in  hospital 
stalls  it  is  highly  recommended.  Every  well  regu¬ 
lated  stable  in  which  straw  is  used  as  bedding 
should  be  provided  with  suitable  racks  for  drying 
and  airing  the  bedding  after  being  used.  These 
racks  are  preferably  constructed  of  narrow  slats  set 
edgeways  for  the  bottom,  and  may  be  three  or  four 
feet  wide  and  ten  feet  long,  or  large  enough  to  hold 
the  bedding  for  six  or  eight  stalls.  These  should 


Each  driver  should  have  his  own  stock  and  should 
be  required  to  report  at  the  end  of  each  trip  the 
slightest  slip  or  bruise.  When  horses  are  con¬ 
stantly  driven  by  one  man  they  become  accustomed 
to  his  voice  and  touch,  and  keep  in  better  condition 
than  when  driven  promiscuously. 

SHOEING. 

The  shoeing  (Fig.  284)  is  an  important  item  in 
the  expense  account  of  horse  roads,  not  only  in  the 
direct  cost  of  the  work,  but  indirectly  from  the 
losses  that  are  likely  to  occur  when  the  work  is  im¬ 
properly  done.  The  blacksmith  department  of  a 
street  railway,  as  a  general  thing,  does  not  receive 
as  much  attention  as  it  should  from  the  manage¬ 
ment.  Often  the  work  is  committed  to  the  charge 


HORSE  TRACTION. 


143 


of  ignorant  and  incompetent  men,  and  little  atten¬ 
tion  is  given  to  instructing  them  in  all  the  details 
of  their  work. 

Hardly  any  two  animals  can  be  shod  exactly  alike. 
The  smith  should  study  the  condition  of  each  foot, 
also  any  peculiarity  in  the  gait  of  the  animal,  and 
suit  the  shoe  to  each  case.  One  of  the  absolute  re¬ 
quisites  which  constitute  a  good  farrier  is  that  he 
have  some  knowledge  of  the  structure  and  forma¬ 
tion  of  the  horse’s  foot  in  all  its  parts,  and  for  this 
purpose  the  manager  of  a  street  railway  company 
should  see  to  it  that  some  work  on  farriery  is  pro¬ 
vided,  which  all  the  employes  of  the  blacksmith’s 
shop,  as  well  as  the  stable  foremen  should  be  re¬ 
quired  to  study  until  they  become  proficient  in  the 
practice  and  art  of  horseshoeing.  “  Russell  on  Sci¬ 
entific  Horseshoeing  ”  is  recommended  as  a  good 
work  for  this  purpose. 

Some  of  the  various  brands  of  machine  made 
shoes  on  the  market  are  admirably  adapted  for  use 
in  street  car  service.  It  is  difficult  to  specify  which 
are  the  best.  The  selection  depends  upon  the  char¬ 
acter  of  the  path  over  which  the  animal  is  to  travel, 
and  the  condition  of  the  foot.  A  shoe  made  of  soft 
iron  will  usually  give  a  better  footing  on  pavements 
than  one  made  of  hard  iron,  but  it  will  not  wear  so 
long.  Some  roads  keep  two  or  three  brands  of 
shoes  in  stock,  and  use  each  as  best  suits  the  condi¬ 
tions  of  foot  and  streets. 

Some  horses  wear  out  their  shoes  much  faster 
than  others,  especially  those  that  travel  on  the  toes 
of  the  hind  feet.  In  this  case  the  shoes  are  worn 
thin  at  the  toe  and  soon  break,  and  the  animal  re¬ 
quires  a  new  shoe  every  two  or  three  days. 

As  to  hot  or  cold  fitting,  opinions  differ,  and 
probably  always  will.  On  most  lines  hot  fitting  is 
the  practice,  although  there  is  much  that  can  be 
said  against  it.  If  it  is  carefully  done  so  that  the 
walls  of  the  hoof  are  not  charred  too  deeply  by  the 
application  of  the  hot  metal,  it  may  be  allowed.  In 
any  case  the  shoe  must  be  fitted  easily  and  solidly 
to  the  foot. 

The  nails  should  be  driven  into  those  parts  of 
the  hoof  where  the  horn  is  strongest  and  toughest. 
In  the  fore  feet  these  parts  are  in  the  front  and 


along  the  sides  to  the  quarters.  In  the  hind  feet 
the  wall  is  strongest  towards  the  quarters  and  heel. 
The  nails  should  be  turned  out  as  quickly  as  pos¬ 
sible,  as  the  higher  they  go  the  less  thickness  of 
hoof  is  found.  On  paved  streets  the  shoes  last  usu¬ 
ally  from  sixteen  to  twenty  days,  unless  they  are 
accidentally  torn  off.  On  some  hard  lines  the  horses 
require  shoeing,  on  an  average,  once  in  ten  days, 
and  in  the  winter  season  as  often  as  once  a  week, 
and  sometimes  every  three  or  four  days.  In  this 
case  the  hoof  becomes  riddled  with  nail  holes  and 
great  care  is  required  in  placing  the  shoe. 

Flat  shoeing  with  three-quarter  shoes  is  prefer¬ 
able  on  paved  streets,  as  it  throws  the  weight  of 
the  horse  upon  the  frog,  and  also  tends  to  prevent 
quarter  cracks  and  split  hoofs.  When  horses  are 
driven  single  to  heavy  cars,  and  where  there  are 
many  curves  in  the  line,  it  is  often  best  to  provide 
both  heel  and  toe  calks.  In  case  heavy  shoes  are 
used  on  large  horses  it  is  of  advantage  to  have  them 
made  with  a  clip,  which  turns  up  over  the  toe  and 
helps  to  support  the  hoof.  On  dirt  roads  calks  are 
necessary  in  the  winter  season.  In  case  the  foot  is 
suited  to  them,  horses  may  be  shod  with  home 
made  tips  which  will  be  found  to  give  excellent 
satisfaction.  The  weight  of  the  shoe  should  re¬ 
ceive  careful  consideration.  The  extra  pound 
which  the  animal  is  required  to  lift  many  times 
a  minute,  may  exhaust  his  power  more  than  the 
labor  of  hauling  the  car.  Ordinarily  the  shoe 
should  not  weigh  more  than  one  and  a  quarter 
pounds. 

In  case  a  horse  has  been  foundered  or  has  imper¬ 
fect  feet  from  any  cause,  it  will  be  found  of  advan¬ 
tage  to  have  him  shod  with  the  bar  or  round  shoe. 
Horseshoe  pads  are  recommended  for  some  horses. 
Their  use  will  often  cure  lameness  and  render  a 
horse  serviceable  that  could  not  work  at  all  with¬ 
out  them.  It  is  recommended  that  a  readily  ad¬ 
justable  shoe  be  carried  on  each  car  for  use  in  case 
a  horse  casts  his  shoe  en  route.  These  are  easily 
strapped  to  the  foot,  and  will  prevent  the  hoof 
from  being  broken. 

Care  in  the  selection  of  the  nails  to  be  used  is  of 
more  importance  than  the  selection  of  the  shoe. 


144 


STREET  RAILWAYS. 


Light,  smooth,  elastic  wrought  steel  nails  are  pre¬ 
ferable.  In  case  cut  nails  are  used,  great  care  should 
be  exercised  in  driving,  lest  an  imperfect  nail  split 
or  sliver  at  the  point  and  a  portion  be  driven 
through  into  the  sensitive  part  of  the  foot.  Care- 


STABLE. 

There  are  stables  and  stables.  Some  are  only- 
stables,  and  are  not  worthy  the  name  of  a  “  horse 
home.”  The  car  horse  usually  passes  twenty-one 
of  the  twenty-four  hours  of  the  day  in  the  stable; 


SECOND  FLOOR. 

A  PreBt.’B  room.  B— Treasurer’s  office.  C— General  office.  D— Receivers.  E— Paymaster.  E— V.  Prest.’s  room.  G— Consulting  room.  II— Lost  articles. 

Fig.  286. — Plan  Showing  Car  House  and  Stall  Arrangement  in  City  Stable. 


less  nailing,  or  driving  a  nail  into  the  quick  and 
then  withdrawing  it  and  driving  it  again  so  close 
lo  the  wound  as  to  irritate  it  renders  many  a  horse 
worthless.  When  this  is  done  the  horse  may  not 
show  lameness  for  a  day  or  two,  when  it  is  difficult 
to  trace  the  cause. 


hence  the  necessity  for  making  him  as  comfortable 
as  possible,  both  from  the  humanitarian  and  eco¬ 
nomical  standpoints.  It  should  be  remembered 
that  when  a  horse  is  required  to  resist  suffering 
or  annoyance  of  any  kind,  powers  are  demanded 
that  could  be  utilized  for  hauling  cars. 


HORSE  TRACTION 


*45 


It  is  not  our  purpose  to  suggest  a  model  for  an 
ideal  stable,  for  conditions  in  city  and  country  differ 
so  widely  that  no  uniform  practice  can  be  recom¬ 
mended,  except  along  certain  lines.  So  we  shall 
have  in  mind  the  three  or  four  story  city  stable  and 
the  one  floor  structure  of  the  country  stable.  Figs. 
285  and  286  are  elevation  and  plans  of  a  large  city 
stable. 


From  twelve  to  eighteen  feet  is  a  desirable  dis¬ 
tance  to  have  between  the  floors  of  deck  stables. 
The  monitor  roof  of  one  story  stables  should  not  be 
built  too  high,  for  it  is  difficult  to  keep  such  struct¬ 
ures  sufficiently  warm  in  cold  weather. 

The  arrangement  of  ventilators  or  flues  should  be 
such  that  when  open  a  cool  draught  will  not  strike 
directly  upon  the  animals.  There  should  be  roof 


Ample  ventilation,  light  and  cleanliness  are  the 
essentials  of  every  street  car  stable.  Provision 
should  be  made  in  every  stable  for  admitting  from 
8,000  to  10,000  cu.  ft.  of  pure  air  per  hour  for  each 
animal.  Some  claim  that  a  much  less  quantity — 
from  350  to  400  cu.  ft., or  six  times  as  much  as  fora 
man — will  answer,  while  others  provide  for  admit¬ 
ting  as  much  as  30,000  or  70,000  cu.  ft. 


ventilators  over  the  cross  gangways  and  side  doors 
at  the  end  of  the  gangways.  In  high  stables  it  is  a 
good  plan  to  provide  a  “tell  tale  ”  weather  vane  that 
will  indicate  on  each  floor  the  direction  of  the 
wind.  In  case  the  wind  blows  too  strongly  in  one 
direction  the  doors  and  ventilators  on  that  side  of 
the  building  can  be  closed  while  air  is  admitted 
from  the  opposite  side.  The  tell  tale  is  usually 


146 


STREET  RAILWAYS. 


made  by  mounting  the  outside  wing  on  the  end  of 
a  vertical  shaft,  to  which,  on  each  floor,  is  attached 
an  arm  or  arrow. 

The  sash  and  ventilators  in  the  deck  of  monitor 
roofs  may  be  readily  opened  and  closed  by  means  of 
cords  properly  attached  and  hung  in  position  to  be 
readily  reached  from  the  floor. 

Air  shafts  which  run  above  the  roof  should  have 
on  the  outside  movable  slat  sides  that  may  be  shut 
against  the  direction  of  the  wind  and  opened  with 
its  current,  in  order  that  downward  draughts  may 
be  avoided,  and  suction  for  the  removal  of  the 
heated  and  impure  air  promoted.  Wall  flues  should 
be  provided  with  a  gas  jet  beneath  to  increase  the 
flow  of  air. 


of  perfect  ventilation  the  foul  air  must  be  taken 
from  the  floor  level. 

An  illustration  of  this  practice  is  given  in  Fig. 
287,  from  which  it  will  be  seen  that  the  trunk  flues 
are  supported  from  the  ceiling  and  connected  by 
risers  with  a  horizontal  flue  that  is  located  on  the 
floor  level  along  one  side  of  the  head  partitions 
beneath  the  feed  boxes,  having  screened  holes  six 
inches  square  opening  into  the  adjacent  stalls  near 
the  floor,  through  which  the  foul  air  is  drawn. 
The  flues  are  constructed  of  narrow  pine  boards 
tongued  and  grooved,  the  joints  being  rendered  air 
tight  by  white  lead.  The  size  of  the  tubes  is  care¬ 
fully  gauged  for  the  number  of  cubic  feet  of  air 
they  are  required  to  carry,  depending  on  their  loca- 


Mechanical  ventilation  is  recommended  for  very 
large  stables.  This  consists  usually  of  an  exhaust 
fan  or  turbine,  operated  by  means  of  steam  power, 
in  a  central  shaft  from  which  large  sheet  iron  or 
galvanized  iron  pipes  are  led  along  the  ceiling,  with 
openings  just  over  the  stalls.  In  warm  weather 
this  system  may  be  used  to  good  advantage  to  in¬ 
crease  the  ventilation. 

In  some  stables  where  mechanical  ventilation  is 
employed  the  inlet  flues  are  placed  on  a  level  with 
the  floor.  The  theory  on  which  this  practice  is 
based  is  that  where  the  inlet  is  placed  above  the 
heads  of  the  animals,  the  most  deleterious  gas, 
being  heavier  than  air,  will  not  rise  to  the  ventilat¬ 
ing  flues.  (The  specific  gravity  of  carbonic  acid 
gas,  C.O.,.,  is  1.529)  so  that  to  meet  the  requirements 


tion  from  the  fan,  growing  larger  as  they  approach 
the  outlet  which  is  through  the  monitor  roof  near 
the  centre  of  the  stable. 

Fig.  288  is  a  section  elevation  of  a  stable,  showing 
the  location  of  the  trunk  flues  and  risers,  the  fan 
and  engine  or  electric  motor  by  which  it  is  oper¬ 
ated.  The  flues  at  their  junction  with  the  fan 
chamber  are  4X6  ft.  In  practice  it  is  found  that 
an  eight  foot  fan  running  at  150  revolutions  per 
minute,  is  capable  of  removing  161,000  cu.  ft.  of  air 
per  minute. 

Light  is  as  acceptable  to  horses  as  to  man,  and  win¬ 
dows  should  be  amply  provided.  Provision  should 
be  made,  however,  for  shading  the  glass  so  that 
the  stable  may  be  darkened  in  hot  weather  to  pre¬ 
vent  the  animals  from  being  pestered  by  flies. 


HORSE  TRACTION. 


*47 


The  stalls  may  be  constructed  on  the  ground 
floor  or,  equally  well,  on  the  second  or  third  floor, 
provided  these  are  constructed  water  tight,  with 
ample  drainage,  and  provided  with  runs  connecting 
with  the  ground  in  two  or  more  directions.  The 
material  of  which  the  stalls  are  constructed  should 
be  such  as  will  be  least  likely  to  absorb  or  retain 
impurities.  The  stalls  are  preferably  made  double, 
with  a  swing  board  between  the  animals,  and 
should  be  at  least  eight  and  a  half  feet  wide  and 


It  is  a  good  plan  to  construct  the  false  floor  of 
the  stalls  with  slats,  made  into  trap  doors,  with 
hinges  at  the  sides.  These  can  be  readily  raised 
when  it  is  necessary  to  clean  or  flush  out  the 
floors. 

It  is  not  essential  that  the  entire  stall  floor  should 
be  made  of  slats.  About  three  feet  from  the  head 
the  floor  may  be  laid  solid  and  the  remainder 
with  slats.  The  waterproof  floor  may  be  given 
an  inclination  from  the  head  to  the  foot  and  the 


Fig.  289. — Hospital,  Stalls  and  Sling  for  Disabled  Horse. 


not  less  than  nine  feet  deep  (Fig.  287).  Single 
stalls  when  made  should  be  from  four  to  five  feet 
wide. 

The  side  partitions  should  be  not  less  than  four 
feet  high,  rising  still  higher  at  the  head  or  furnished 
with  screens,  so  that  the  adjoining  animals  cannot 
annoy  each  other.  The  floors  are  usually  construct¬ 
ed  of  some  close  grained  wood  like  maple,  cut  into 
strips  four  or  five  inches  wide  and  two  inches  thick, 
placed  about  three-fourths  of  an  inch  apart,  so  that 
the  urine  can  pass  off  without  being  absorbed  by 
the  bedding.  The  floor  should  incline  about  two 
inches  from  front  to  rear. 


slats  may  have  a  thickness  of  three  inches  at  one 
end  and  two  at  the  other,  so  that  the  animal  will 
stand  on  a  level  floor. 

The  floor  may  be  rendered  water  tight  by  cover¬ 
ing  it  with  a  layer  of  building  paper  and  roofing 
felt  cemented  together  with  asphalt  cement.  The 
gutters  are  preferably  made  of  4X12  ins.  timbers 
scooped  out  and  laid  with  sufficient  pitch  to  insure 
perfect  drainage.  These  may  be  covered  with  a 
closely  fitting  plank  with  grating  to  admit  the 
liquid.  Near  each  end  of  the  plank  a  ring  is  at¬ 
tached  for  convenience  in  lifting  when  it  is  neces¬ 
sary  to  flush  out  the  gutters. 


148 


STREET  RAILWAYS. 


It  is  customary  in  some  sections  of  the  country, 
where  the  climate  is  mild,  to  allow  the  animals  to 
stand  on  the  ground  where  the  soil  is  suitable.  In 
this  case  no  drainage  is  required  as  the  soil  absorbs 
the  moisture.  In  case  the  soil  is  of  such  a  nature 
as  not  to  absorb  the  moisture  readily,  a  small  keg 
may  be  sunk  flush  with  the  floor,  and  covered  with 


an  opening  in  the  partition  and  the  danger  of  the 
stablemen  being  kicked  by  vicious  animals  is 
avoided.  This  arrangement  also  improves  the  ven¬ 
tilation.  It  is  not  a  commendable  arrangement  to 
place  the  stalls  facing  a  dead  wall.  In  case  the 
stalls  are  made  facing  each  other,  the  end  partition 
may  be  omitted  and  the  feed  trough  may  consist 


slats,  above  which  the  bedding  may  be  placed. 
From  these  the  drainage  may  be  dipped  as  occa¬ 
sion  may  require. 

Dirt  floors,  however,  are  not  recommended  for 
any  climate  ;  they  are  not  readily  cleansed,  and  are 
liable  to  become  very  impure. 


The  arrangement  of  stalls  is  an  important  matter. 
They  may  be  placed  facing  each  other  with  a  solid 
partition  between  the  heads  of  the  animals  or,  what 
is  preferable,  with  a  gangway  between,  sufficiently 
wide  for  the  feed  cart  to  pass.  With  this  arrange¬ 
ment  the  feed  may  be  placed  in  the  manger  through 


of  a  box  running  lengthways  of  the  stable.  In  this 
case  the  feed  cart  can  be  mounted  on  a  narrow 
gauge  track  above  the  trough,  from  which  each  ani¬ 
mal  can  be  served  as  the  cart  is  run  along  the  track. 

The  hospital  should  be  separated  from  the  stable 
by  a  wall,  or  it  may  be  in  a  detached  building. 
The  stalls  should  be  amply  large,  at  least  12  X 
16  ft.,  and  have  high  partitions  (Fig.  289).  Slings 
should  be  provided  for  weak  and  disabled  animals 
and  there  should  be  provision  for  giving  foot  baths 
Low  boxes  made  of  plank,  about  a  foot  deep, 
placed  in  a  narrow  double  ended  stall  with  suitable 
hitching  posts,  make  excellent  foot  baths.  They 
should  be  so  arranged  that  the  animal  can  stand 
with  either  his  fore  feet  or  hind  feet  or  all  in  the 
bath. 

The  drainage  is  an  important  matter  and  should 
receive  careful  attention  in  the  building  of  every 
new  stable.  The  traps  and  catch  basins,  whether 
they  lead  into  city  sewers  or  into  cesspools,  should 
be  well  ventilated  so  that  the  foul  gases  may  be 
carried  outside  the  stable.  It  is  also  recommended 
that  the  overflow  pipes  from  the  water  troughs  be 
led  into  the  gutters  so  that  the  waste  water  will 
assist  in  flushing  them  out. 


HORSE  TRACTION. 


149 


Suggestive  details  for  drainage  construction  will 
be  found  in  the  accompanying  illustrations,  Figs. 
290  to  293.  It  is  recommended  that  cast  iron  pipes 


are  clearly  indicated,  and  do  not  need  a  descrip¬ 
tion,  neither  do  the  plans  of  the  buildings,  as  the 
name  indicates  the  purpose  of  each. 


Section  of  Vault,  Trap  and  Reservoir. 


Plan  of  Vault  and  Flushing 
Reservoir. 

Fig.  292. 


Elevation  of  Flushing 
Reservoir. 


be  used  for  stable  drains  instead  of  brick  or  tile, 
for  the  reason  that  it  is  difficult  to  make  the  latter 
water  tight,  and  besides,  the  foul  gases  will  escape 
through  the  pores  of  the  material.  The  joints  of 
iron  pipes,  especially  of  those  that  convey  the 
liquids  from  the  upper  floors,  should  be  made  tight 
by  the  use  of  some  material  other  than  lead,  be¬ 
cause  the  uric  acid  will  soon  destroy  the  lead  and 
cause  the  joints  to  leak. 


Figs.  296,  297  and  298  are  elevation  and  floor 
plans  of  a  stable  suited  to  a  medium  sized  city. 
In  this  particular  stable  the  first  floor  is  used  for  a 
car  house,  and  the  stable  floor  is  covered  with  arti- 


Plan  of  Manhole. 


Figs.  294  and  295  are  suggestive  ground  plans  for 
country  stables  where  land  is  cheap,  so  that  separate 
buildings  maybe  provided  for  the  different  depart¬ 
ments.  The  locations  of  the  drains  and  cesspools 


ficial  stone.  Numerous  iron  drain  pipes  are  pro¬ 
vided  and  these  are  led  down  to  the  ground  from 
the  second  floor  at  the  side  of  the  supporting 
posts. 


STREET  RAILWAYS. 


*5° 


The  positions  of  transfer  table,  engine  room 
washroom,  etc.,  are  clearly  indicated. 

Figs.  299  to  302  afford  further  studies  in  stable, 
car  house  and  blacksmith  shop  building,  suitable 
for  branch  lines  or  main  lines  of  small  cities.  The 
material  is  wood  with  shingle  sidings,  and  the 
architectural  effect  is  pleasing.  Tha- blacksmith  de¬ 
partment  in  this  case  occupies  a  detached  building 
in  rear  of  the  stable. 

The  manure  pit,  for  city  stables,  is  preferably 
made  of  brick,  with  dead  walls  to  shut  it  off  from 
the  other  portions  of  the  stable.  It  should  have  ven- 


sufficiently  removed  from  the  stable  proper  to  pre¬ 
vent  the  escaping  gases  from  entering  the  building. 

It  is  not  a  commendable  practice  to  locate  the 
hospital  pen  adjacent  to  or  about  the  manure  pile 
where  the  invalid  horses  will  be  compelled  to  stand 
upon  the  heap  and  breath  the  escaping  gases. 

It  is  the  practice  in  some  stables  to  so  train  the 
mules  and  horses  that  they  will  visit  the  manure 
pile  at  stated  intervals,  especially  after  coming  in 
from  a  trip,  and  there  attend  to  Nature’s  calls,  thus 
greatly  relieving  the  drain  equipment  and  reducing 
the  hostlers’  labors. 


Kail  Van  lammat  V  V 


Fig.  294. — Relative  Positions  of  Stable  and  Outbuildings. 


tilating  flues  extending  above  the  roof.  A  door  near 
the  base  should  be  provided  in  a  convenient  position 
for  placing  the  carts  when  loading  and  should  have 
a  chute  leading  to  each  floor,  provided  with  cov¬ 
ered  hoppers  or  doors  through  which  the  stable¬ 
men  can  readily  dump  the  refuse  from  their  wheel¬ 
barrows.  The  doors  should  be  weighted  to  close 
automatically.  The  pit  should  be  emptied  before 
the  contents  have  had  time  to  heat  and  steam. 
Where  provision  is  made  for  carting  away  the 
manure  every  day  no  pit  is  necessary  and  the  chutes 
may  be  placed  at  the  ends  of  the  gangway  and 
lead  down  to  the  stone  pavement  in  convenient  po¬ 
sitions  for  loading  the  carts.  When  the  manure  is 
stored  in  piles  outside  the  stable  these  should  be 


The  income  from  the  sale  of  the  manure  depends 
upon  the  location.  Where  there  is  any  demand  for 
it  as  a  fertilizer  it  usually  brings  from  $2.00  to 
$4.00  per  year,  per  horse.  In  most  Southern  and 
Western  cities,  however,  the  companies  usually 
have  to  pay  for  having  it  carted  away.  A  com¬ 
modious  yard  should  be  provided  adjacent  to  all 
stables,  where  the  invalid  horses  may  be  turned 
out  for  air  and  exercise,  and  another  should  also 
be  provided  where  all  the  animals  can  occa¬ 
sionally  be  allowed  to  roll  and  walk  about.  In  the 
case  of  mules  it  is  absolutely  necessary  to  provide  a 
place  for  them  to  roll  or  “  wallow.”  It  will  tend  to 
keep  them  in  good  health  and  will  lessen  the  labor 
of  the  grooms. 


HORSE  TRACTION. 


*5! 


in  addition  to  the  stable  yard,  as  above  recom¬ 
mended,  it  is  desirable  that  a  street  car  company 
own  or  control  a  farm  of  from  fifteen  to  thirty 
acres,  located  at  a  convenient  distance  from  the 
city,  where  the  animals  may  be  turned  out  to  past¬ 
ure  when  neces¬ 
sary,  and  where  the 
pensioners  may 
run  at  large. 

The  runs,  as 
previously  stated, 
should  lead  out 
from  the  upper 
floors  in  two  or 
more  directions. 

These  are  prefer¬ 
ably  constructed 
within  fireproof 
walls  and  should 
not  be  too  steep. 

The  floor  should 
be  reinforced  with 
wooden  strips  two 
or  three  inches 
wide  and  two 
inches  thick,  to 
prevent  the  animal 
from  slipping,  and 
to  provide  a  sup¬ 
port  for  the  litter 
with  which  the  run 
should  be  covered. 

The  most  durable 
material  that  has 
been  found  suit¬ 
able  for  this  pur¬ 
pose  is  leather  scrap,  when  it  can  be  obtained.  It. 
usually  lasts  from  two  to  three  years,  and  is  not 
readily  ground  into  dust  as  is  the  case  with  straw, 
tan  bark  and  peat  moss.  On  one  side  of  the  run  a 
line  of  narrow  stairs  or  steps  should  be  provided 
for  the  use  of  the  employes. 

Protection  against  fire  is  a  subject  that  is  nat¬ 
urally  treated  in  connection  with  the  runs,  and 
where  the  building  is  not  absolutely  fireproof  there 


are  many  precautions  and  devices  that  may  be 
recommended.  A  large  building  should  be  divided 
into  sections  by  brick  walls  with  fireproof  doors 
that  will  close  automatically.  The  doors  may  be 
held  open  by  a  rope  or  chain  having  a  solder  link 

that  will  fuse  at  a 
low  temperature. 
The  blacksmith 
shop,  paint  shop, 
repair  shop,  and  oil 
room  should  al¬ 
ways  be  shut  off 
by  fireproof  walls 
and  doors.  The 
stable  should  be 
lighted,  when  pos¬ 
sible,  by  incandes¬ 
cent  electric  lights. 
The  next  best  light 
is  gas.  When  oil 
lamps  are  used 
they  should  be  of 
the  safest  pattern 
and  carefully 
shielded  by  non¬ 
combustible  ma¬ 
terial. 

A  n  unhitching 
device  is  also  very 
important.  One 
that  is  cheaply  con¬ 
structed  consists  of 
an  iron  rod  three- 
fourths  of  an  inch 
in  diameter,  run¬ 
ning  through  a  line 
of  stalls  attached  to  the  front  of  the  feed  box,  and 
terminating  in  a  crank  at  the  cross  gangways.  A 
curved  hook  is  riveted  into  this  rod  at  each  stall 
over  which  the  halter  ring  may  be  placed.  When 
the  rod  is  in  a  certain  position  the  end  of  the  hook 
is  held  against  the  front  of  the  feed  box  and  the 
ring  cannot  readily  be  removed,  but  by  turning 
the  rod  half  over  the  ring  drops  from  the  hook, 
and  all  the  horses  on  the  line  are  at  once  released. 


x52 


STREET  RAILWAYS 


The  same  result  may  be  accomplished  by  means  of 
a  sliding  rod  operated  by  a  lever  at  the  cross 
gangway. 

Hand  grenades,  fire  buckets  and  chemical  ex¬ 
tinguishers  should  be  kept  in  suitable  positions,  as 
supplemental,  of  course,  to  a  stand  pipe  and  hose 
which  should  always  be  provided.  This  can  be  fed 
from  the  city  main  or  from  tanks  on  the  roof.  All 
the  fire  apparatus  should  be  frequently  inspected 
to  see  that  the  materials  do  not  deteriorate  and 


vals  of  ten  feet  or  less  throughout  the  system  there 
are  sprinkler  heads  with  valves  held  in  place  by 
solder  joints,  which  are  very  sensitive  to  heat,  and 
will  melt  at  from  156  deg.  F.  up  to  300  degs.  When 
the  joint  is  melted  the  sprinkler  is  opened,  and  with 
the  wet  pipe  system  the  fluid  is  discharged  at  once. 
With  dry  pipes  the  air  has  to  escape  first,  but  this 
is  very  rapid  and  then  the  water  follows,  and,  in  all 
of  the  systems,  is  discharged  in  a  fine  mist  or  spray, 
so  dampening  everything  within  a  radius  of  fifteen 


Fig.  296. — Stable  and  Car  House— Albany  Railway. 


that  all  are  always  in  good  condition.  Next  to 
having  a  fireproof  building,  the  safest  provision 
is  to  have  the  stable  equipped  with  some  one 
of  the  well  known  automatic  sprinkling  devices. 
These  usually  consist  of  a  network  of  pipes  sup¬ 
ported  from  the  ceiling,  and  supplied  from  a 
tank  on  the  roof.  There  are  two  main  systems, 
the  dry  pipe  and  the  wet  pipe  ;  in  the  former  the 
pipes  are  kept  full  of  air  under  pressure,  which 
must  be  daily  renewed.  This  is  to  obviate  the 
freezing  of  water  in  the  pipes.  In  the  wet  pipe 
system  the  pipes  constantly  contain  a  fire  extin¬ 
guishing  and  non-freezing  compound.  At  inter¬ 


feet  or  more  of  the  open  sprinkler  as  to  extinguish 
or  prevent  the  spread  of  the  flames. 

In  addition  to  other  fire  precautions,  every  well 
regulated  stable  will  maintain  a  system  of  fire 
drills,  when,  at  a  given  signal,  all  the  animals  will  be 
unhitched  and  removed  from  the  building.  The 
drill  is  necessary  in  order  to  train  both  the  men  and 
animals,  so  that  the  building  may  be  vacated  in 
the  shortest  possible  time.  There  is  no  single  fea¬ 
ture  of  a  horse  railway  system,  large  or  small,  that 
should  be  so  carefully  planned  and  made  safe  as 
the  stable,  and  the  importance  of  properly  protect¬ 
ing  it  against  fire  cannot  be  urged  too  strongly,  for 


HORSE  TRACTION. 


*53 


in  case  a  stable  and  horses  are  destroyed  by  fire,  no 
amount  of  insurance  will  pay  the  losses  consequent 
upon  a  necessarily  extended  suspension  of  busi¬ 
ness  while  new  horses  are  being  purchased  and 
trained,  even  though  the  value  of  the  stable  itself 
may  be  made  good. 

Cleanliness  is  a  not  less  important  matter  in 
the  management  of  a 
stable  than  the  drainage 
and  fire  precautions.  It 
is  not  sufficient  alone 
that  voidings  of  the  ani 
mals  should  be  promptly 
removed  and  the  drains 
flushed  out,  but  there 
should  also  be  a  free  use 
of  disinfectants  and 
whitewash.  All  the 
woodwork  should  be  fre¬ 
quently  whitewashed, 
as  it  gives  the  stable  a 
bright  appearance,  and 
the  lime  has  some  de¬ 
odorising  properties.  It 
is  a  mistake,  however, 
to  whitewash  the  walls 
of  a  stall,  especially 
those  where  diseased 
animals  have  stood, 
without  first  washing 
them  thoroughly  with 
corrosive  sublimate  or 
some  other  germ  de¬ 
stroying  liquid.  For  the 
whitewash  will  not  de¬ 
stroy  disease  germs,  but 
often  covers  them  up, 
where  they  are  preserved  for  a  long  period,  and  a 
well  horse  being  placed  in  the  stall  is  likely  to 
lick  off  the  whitewash  and  introduce  the  germs 
into  his  system. 

The  feed  loft  usually  receives  less  attention  than 
other  portions  of  the  stable,  but  it  is  important  that 
it  should  be  properly  equipped  and  carefully  at¬ 
tended.  The  floors,  partitions  and  doors  should  be 


Fig.  297.— Ground  Floor  of  Fig.  296. 


air  tight  to  prevent  the  feed  from  becoming  im¬ 
pregnated  with  the  stable  odors.  The  hay  cutter 
should  be  separated  from  the  main  floor  and  pro¬ 
vided  with  an  automatic  dust  collector.  It  is  not  a 
commendable  practice  to  allow  the  dust  from  the 
cutting  machine  to  settle  back  upon  the  hay  and 
grain;  neither  is  it  just  to  the  employes  whose  duty 

it  is  to  attend  to  this 
branch  of  the  work,  to 
compel  them  to  live  and 
perform  their  labor  in 
the  cloud  of  dust  that  is 
the  necessary  accom¬ 
paniment  of  this  work, 
unless  provision  is  made 
for  its  removal.  Where 
large  quantities  of  hay 
are  cut,  an  endless  belt 
conveyor  is  an  essential 
adjunct  to  the  equip¬ 
ment.  This  may  lead 
to  a  store  loft  or  directly 
to  the  feed  box. 

Ample  floor  space 
should  be  provided  for 
storing  the  grain  so  that 
it  is  not  piled  too  deep. 
In  case  it  is  stored  in 
deep  bins,  provision 
must  be  made  for  trans- 
f erring  it  frequently 
from  one  bin  to  another 
to  prevent  heating.  All 
large  stables  should  be 
provided  with  a  system 
of  grain  elevators,  so 
arranged  that  the 
wagons  upon  which  it  is  transported  may  dis¬ 
charge  their  contents  into  weighing  ftoxes  on  the 
ground  floor,  from  which  it  is  lifted  to  the  loft  and 
distributed  by  means  of  spiral  conveyors. 

The  grinding  mill  may  be  located  in  the  loft  or 
on  any  of  the  floors,  and  the  grain  may  be  led  to  it 
by  means  of  chutes,  and  removed  to  a  bin  or  the 
feed  box  by  an  ordinary  grain  elevator.  Any  of 


*54 


STREET  RAILWAYS 


the  well  known  mills  may  be  employed  for  grind¬ 
ing  the  grain;  either  the  ordinary  burr-stone  mill, 
the  Caswell,  or  the  roller  mill  will  answer  the 
purpose.  In  any  case  the  feeding  chute  or  hopper 
should  be  provided  with  a  magnetic  separator  for 
the  purpose  of  collecting  nails  or  any  bits  of  metal 
that  may  be  in  the 
grain.  These  separa¬ 
tors  do  the  work  very 
effectually. 

The  ordinary  plat¬ 
form  elevator  for  rais¬ 
ing  the  hay  and  straw 
to  the  loft  is  an  im¬ 
portant  part  of  a  sta¬ 
ble  equipment.  This 
may  be  done,  how¬ 
ever,  by  block  and  fall 
where  the  quantity  is 
not  too  great.  There 
should  also  be  a  plat¬ 
form  hay  scale  lo¬ 
cated  near  the  eleva¬ 
tor,  upon  which  all 
loads  can  be  weighed. 

The  power  for 
grinding  the  grain, 
cutting  the  hay  and 
operating  the  eleva¬ 
tors,  may  be  horse, 
utilized  by  means  of 
an  endless  tread 
sweep,  a  steam  or  gas 
engine,  or  an  electric 
motor.  When  steam 
power  is  used  the 
boiler  and  engine 

should  be  located  in  a  separate  building  or  at  least 
in  a  fireproof  portion  of  the  stable. 

The  superintendent’s  office  and  an  office  for  the 
receiver  should  be  provided  at  such  stables  as  are 
most  conveniently  located.  Frequently,  however, 
it  becomes  necessary  to  locate  these  offices  in  sep¬ 
arate  buildings,  and  often  in  the  business  portion 
of  a  city. 


Suitable  offices  to  serve  as  headquarters,  and  to 
provide  accommodations  for  the  managers  and 
the  clerical  force,  should  be  included  in  the  plans 
of  some  one  of  a  company’s  stables.  These  should 
be  partitioned  off  and  have  a  hall,  if  possible,  sepa¬ 
rating  them  from  the  stable  proper.  The  arrange¬ 
ment  and  furnishing 
of  these  rooms  will 
depend  upon  the  taste 
and  financial  ability 
of  the  company.  They 
should  be  light  and 
airy,  and  divided  into 
reception  room,  office 
proper  and  private 
rooms.  The  usual 
office  furniture,  in¬ 
cluding  fireproof 
safes,  should  be  pro- 
v  i  d  e  d  and  there 
should  be  ample  toi¬ 
let  accommodations 
both  for  the  officers 
and  the  clerical  force 
The  location  may  be 
on  the  first  floor,  but 
preferably  on  the 
second. 

A  waiting  room  for 
passengers,  properly 
furnished  and  warm¬ 
ed  in  winter,  should 
not  be  omitted  in  the 
construction  of  such 
stables  as  are  located 
near  the  terminals  of 
a  line  or  at  points  of 
transfer  Rooms  for  conductors  and  drivers  should 
be  separated,  where  possible,  and  each  should  be 
cheerful  and  comfortable  with  suitable  furniture, 
lunch  tables  and  tables  for  books  and  games.  Lock¬ 
ers  should  be  provided  for  caps  and  clothing  and 
there  should  be  ample  washing  and  sanitary  accom¬ 
modations.  Boot-blacking  boxes  and  shelves  for 
books  and  racks  for  papers  should  not  be  omitted 


HORSE  TRACTION. 


!55 


in  the  furnishing.  These  rooms  should  be  fre¬ 
quently  inspected  by  the  superintendent  and  offi¬ 
cers  to  see  that  they  are  kept  in  good  condition. 

An  office  conveniently  located  and  properly  fur¬ 
nished  should  be  provided  for  the  stable  foreman. 
There  should  be  desks  and  lockers  for  the  safe 
keeping  of  books  and  records.  In  case  a  veterinary 
is  not  employed  the  foreman’s  office  or  a  room 
*  convenient  to  it  should  be  fitted  with  shelves  and 
closets  suitable  for  storing  medicines.  A  full 
supply  of  popular  remedies  should  always  be  kept 
in  store,  depending  upon  the  school  of  practice, 
whether  allopathic  or  homoeopathic. 


soon  destroy  the  paint  on  the  cars,  and  the  unpleas¬ 
ant  odors  will  cling  to  the  cars  while  they  are  out 
upon  the  line.  In  case  the  ground  floor  is  used  as 
a  car  house,  the  floor  above  should  be  rendered 
absolutely  water  tight  to  prevent  the  stable 
drippings  from  coming  down  upon  the  cars.  It  is 
a  good  plan  to  construct  the  ground  floor  with 
sufficient  grade  to  run  the  cars  out  by  gravity. 
The  washing  pit  is  an  important  adjunct  to  the 
car  house,  and  should  be  constructed  with  a  water¬ 
proof  floor,  have  ample  drainage  facilities,  and  hose 
convenient  for  supplying  the  water.  Where  the 
washing  is  done  on  other  than  the  first  floor,  the 


Fig.  299. — Stable — Union  Railroad  Company,  Providence,  R.  1. 


The  oil  and  lamp  room  should  be  enclosed  in  fire¬ 
proof  walls  or  should  occupy  a  separate  building 
at  a  safe  distance  from  the  stable. 

It  should  be  a  rule  of  every  stable  that  no  em¬ 
ploye  should  ever  enter  the  oil  room  with  a  lighted 
lantern  or  lamp,  and  the  same  rule  should  hold  as 
to  the  hay  loft  ;  neither  should  smoking  ever  be 
allowed  about  the  stable. 

Bins  or  pits  should  also  be  provided  for  storing 
salt  and  sand. 

CAR  HOUSE. 

The  car  house  is  perferably  located  on  the  ground 
floor,  but  any  of  the  floors  may  be  utilized  for 
storing  cars,  provided  there  is  an  elevator  equip¬ 
ment  for  lifting  them,  and  provided  the  floor  is 
shut  off  and  protected  from  the  stable  odors.  This 
is  an  important  measure,  for  the  stable  gases  will 


track  over  the  pit  should  be  elevated  so  that  access 
may  be  had  to  all  parts  of  the  running  gear.  It  is 
not  a  mark  of  good  management  to  run  dirty  cars. 
They  should  be  cleaned  daily,  not  only  inside  but 
outside  and  underneath.  It  is  not  uncommon  to 
see  cars  running  day  after  day  with  an  accumula¬ 
tion  of  “dry”  mud  upon  the  brake  and  running 
gear  equal  to  the  weight  of  one  or  two  passengers. 

In  connection  with  the  wash  room  in  stables 
where  steam  boilers  are  not  employed,  water  heaters 
should  be  provided,  so  that  there  may  always  be 
a  supply  of  warm  water,  either  for  washing  cars  or 
for  use  in  the  hospital  department,  or  for  washing 
harnesses. 

A  suitable  transfer  table,  or  car  with  a  crossover 
track,  is  a  part  of  the  necessary  equipment  of 
every  car  house.  The  track  is  preferably  located 


!56 


STREET  RAILWAYS. 


at  the  back  of  the  floor  or.  in  case  of  a  very  long 
building,  may  be  used  in  the  middle.  The  transfer 


may  consist  of  a  simple,  home  made  car,  or  a  series 
of  turntables  may  be  arranged  along  the  crossover 
track  in  line  with  each  of  the  main  tracks.  There 
are  upon  the  market  various  patterns  of 
transfer  tables,  which  have  some  advan¬ 
tages  over  the  home  made  articles.  Of 
these,  the  ones  that  operate  on  a  level  with 
the  main  floor  without  a  pit  are  generally 
considered  preferable  (Fig.  302).  Where 
a  pit  is  required,  care  should  be  exercised 
to  prevent  men  and  animals  from  falling 
into  it,  and  also  to  prevent  cars  from  being 
derailed  by  it. 

A  suitable  room  should  be  provided  for 
the  harness  department,  where  harnesses 
can  be  made,  cleaned  and  repaired.  This 
department  should  be  in  charge  of  a  com¬ 
petent  harness  maker,  one  who  will  be  eco¬ 
nomical  in  the  use  of  stock,  and  should 
be  provided  with  all  the  necessary  tools  for  doing 
the  work  in  the  best  possible  manner.  The  collars 
may  be  manufactured  or  bought ;  opinions  differ 


as  to  the  economy  of  either  practice.  Ample  store 
room  should  also  be  provided,  with  proper  shelv¬ 
ing,  so  that  a  full  line  of  car  and  harness 
trimmings  and  other  supplies  may  be  carried. 
The  store  keeper  will  find  it  convenient  to 
have  arranged  upon  the  walls  of  his  office 
samples  of  everything  in  stock,  properly  num¬ 
bered,  to  which  he  can  refer  when  ordering 
new  goods. 

REPAIR  SHOP. 

The  repair  shop  may  occupy  a  part  of  the 
main  stable  or  be  located  in  a  separate  build¬ 
ing.  If  in  the  main  structure,  it  should  be 
separated,  as  before  stated,  by  fireproof  walls 
and  doors.  The  shop  equipment  will  depend 
upon  the  amount  of  work  to  be  done.  Where 
the  repairs  for  an  entire  system  are  made  at 
one  station,  there  should  be  provided  a  full 
complement  of  iron  working  and  wood  work¬ 
ing  tools,  and  a  power  plant  for  operating 
them.  The  wood  working  department  should 
have  a  system  of  exhaust  pipes  for  removing 
dust  and  shavings,  and  will  necessarily  have 
drying  kilns  for  seasoning  the  lumber.  Fig.  303 
illustrates  a  floor  plan  of  a  repair  and  paint  shop  in 
which  everything  is  arranged  in  the  handiest  man¬ 


Fig.  299B. — Section. 


ner.  By  means  of  a  simple  turntable,  arranged  as 
shown,  the  car  can  be  readily  transferred  from  one 
station  to  another.  The  paint  room  is  separated 


HORSE  TRACTION. 


J57 


from  the  machine  shop  by  sliding  glass  doors,  and  these  can  usually  be  had  from  the  stable  plant.  In 
provided  with  racks  and  rods  upon  which  the  some  cases  it  is  found  to  be  more  economical  to 


removable  parts  of  a  car  can  be  hung  while  under-  purchase  the  lumber  already  prepared,  and  so 
going  repairs.  There  are  four  tracks  on  which  avoid  the  necessity  of  providing  machinery  and 
cars  may  be  placed  for  repairs,  on  either  side  of  power  to  operate  it. 


which  are  carpenters’  tables  and  racks  for  support¬ 
ing  the  tools. 

In  the  smaller  shops,  however,  only  a  small  num¬ 
ber  of  tools  is  necessary,  and  power  for  operating 


The  master  mechanic  in  charge  of  the  repair 
shop  should  be  a  thorough  mechanic  and  a  person 
well  versed  in  car  and  wagon  building,  for  it  is 
often  necessary  to  rebuild  an  entire  car  and  to 


STREET  RAILWAYS. 


r5s 


build  the  carts  and  wagons  used  for  hauling  grain 
and  hay,  although  it  may  not  be  the  policy  of  a 
company  to  build  new  cars,  and  such  a  policy  is 
not  generally  recommended  ;  yet  the  rebuilding 


Fig.  300. — Car  Barn — Front  Elevation — Union  Railroad 
Co.,  Providence,  R.  I. 


often  amounts  to  the  same  thing,  so  that  it  is  de¬ 
sirable  to  maintain  a  good  style,  and  to  have  the 
structure  as  durable  as  possible,  consistent  with 
lightness  and  good  taste. 

As  a  general  thing,  repairs  should  be  promptly 


traffic  is  very  heavy,  and  the  streets  are  often 
blocked,  it  is  well  to  reinforce  the  side  panels  of  the 
car  with  stout  battens  of  hard  wood,  so  that  the 
sides  will  not  be  liable  to  be  crushed  in  should 
they  come  in  contact  with  the  poles  and  pro¬ 
jecting  parts  of  drays. 

A  good  wheel  press  is  a  convenient  adjunct 
to  a  repair  shop,  although  it  is  the  practice 
of  many  lines  to  send  old  wheels  and  axles 
to  the  wheel  makers  who  remove  the  wheels, 
replace  them  with  new  ones  and  return  them 
to  the  company.  Where  the  distance  is  not 
too  great  this  is  a  commendable  practice. 

The  paint  shop,  in  connection  with  the  repair 
shop,  also  requires  at  its  head  a  man  of 
acknowledged  ability.  Not  only  should  the 
cars  be  painted  and  lettered  so  that  they  are 
attractive  to  the  eye,  but  the  colors  should 
be  durable  and  well  laid.  The  remarks  above 
in  regard  to  prompt  repairs  will  apply  par¬ 
ticularly  to  this  department.  A  little  paint 
at  the  proper  time  will  often  save  the  wood  work 
from  serious  damage  from  water  and  exposure. 
The  roof  especially  needs  care  in  this  direction. 

Street  cars  should  be  varnished  at  least  once  a 
year  and  repainted  every  three  or  four  years.  The 


Fig.  301. — Car  Barn — Floor  Plan — Union  Raiiroad  Co.,  Providence,  R.  I. 


made,  for,  if  neglected,  they  may  require  an  outlay 
beyond  the  limit  of  good  economy.  In  some  cases 
the  cost  for  a  certain  line  of  repairs  may  be  greatly 
reduced  by  having  certain  parts  specially  strength¬ 
ened.  For  instance;  on  lines  where  the  vehicle 


room  devoted  to  this  department  should  be  parti¬ 
tioned  off  from  the  repair  shop  proper,  and  is  pre¬ 
ferably  located  above  the  ground  floor.  Pro¬ 
vision  should  also  be  made  for  heating  it  in  cold 
weather. 


HORSE  TRACTION. 


*59 


The  blacksmith  department  of  a  repair  shop  sign,  healthful  to  its  occupants  and  convenient  and 
should  be  distinct  from  the  horseshoeing  depart-  economical  in  use.  See  also  chapter  on  Car 
ment  of  a  stable,  and  should  be  equipped  for  mak-  Building. 


Fig.  301A. — Blacksmith  Shot  for  Two  Forges. 

ing  all  necessary  repairs  to  the  iron  work  of  the 
cars,  as  well  as  for  ironing  and  repairing  the  com¬ 
pany’s  wagons,  carts  and  drays,  including  the  set¬ 
ting  of  tires. 


Fig.  30111. — Ground  Plan  of  Blacksmith  Shop. 


MANAGEMENT. 

In  order  that  the  executive  officer  of  a  street 
railway  company  may  at  all  times  be  informed  of  the 
number  and  condition  of  the  animals  in  the  sta- 


Fig.  302. — Transfer  Table. 


The  above  suggestions  should  find  expression  in  bles,  and  also  in  order  to  hold  the  heads  of  differ- 
the  plans  of  any  street  car  stable  and  depot  where  ent  departments  personally  responsible  for  their 
it  is  desired  to  make  the  structure  pleasing  in  de-  work,  some  systematic  plan  should  be  adopted  by 


i6o 


STREET  RAILWAYS. 


These  reports  being  duly  verified,  compared  and 
checked  upon  the  official  records  of  the  company, 
will  furnish  a  daily  chart  showing  the  exact  stand¬ 
ing  of  the  stable  equipment,  by  which  the  man 
ager  will  be  greatly  assisted  in  arranging  the  work 
of  his  road. 

It  should  not  be  inferred,  however,  that  any 
amount  of  system  will  relieve  the  manager  from 
making  frequent  and  thorough  personal  inspection 
of  every  department  of  the  stable,  but  it  will  relieve 
him  from  numerous  burdensome  details. 

The  accompanying  forms  are  recommended  as 
models  after  which  blanks  may  be  printed  for  con¬ 
venience  in  making  the  reports  above  suggested. 

Form  A  is  a  blank  which  the  stable  foreman  may 


which  all  the  subordinates  (stable  superintendent, 
veterinary,  foreman  and  accountant)  should  be  re¬ 


quired  to  make  regular  daily  and  weekly  reports, 
showing  in  detail  the  condition  of  each  animal 
under  their  charge,  with  all  changes  and  methods 
adopted  in  the  placing,  care  and  treatment  of  them. 


Fig.  303.— Plan  of  Repair  Shop. 


HORSE  TRACTION, 


161 


(A) 

DAILY  REPORT  OF  STABLE  FOREMAN. 

Belt  Railroad. 

New  York . 18 

To  the  President: 

SIR — The  following  is  a  full  report  for  the  day  of  all 
Horses  received — all  Horses  returned — all  Horses  accepted  and 
numbered — all  stall  transfers — all  Horses  sold — died — or  sent  to 
the  dead  boat. 


Horse  No. 

From  Stall 

To  Stall. 

Cause. 

Stable  Foreman. 


(B) 

Belt  Railroad. 

*  New  York . 18 

DAILY  REPORT  OF  HORSE  MILEAGE. 


Mr . President. 

Worked  this  day  the  following  number  of  horses: 


Horses. 

Trips. 

Miles. 

Hills . 

Carts  and  Trucks. .  .  . 

Total  No.  of  horses .  Total  miles 


No.  of  horses  correct,  No.  of  miles  correct. 

. Foreman.  . Starter. 

Examined  and  verified, 
. Superintendent. 


(C) 

SATURDAY’S  REPORT. 

Weekly  Return  of  Horses,  Belt  Railroad  Co. 

For  the  Week  ending  Saturday . 18 


Number  on 
hand 
this  date. 

Number  at  full  work . 

lt  in  hospital . 

“  for  sale . 

i  < 

«< 

“  Pasture . 

Returned  during  past  week. . . 

Sold 

Died  “  “ 

. . .  .Foreman  of  Stables. 

Superintendent . 

REMARKS. 


use  for  making  a  daily  report  to  the  president. 
Form  B  is  to  be  used  by  the  stable  foreman  and 
starter  in  making  a  report  to  the  superintendent, 


U>) 

SUPERINTENDENT’S  WEEKLY  REPORT. 

For  week  ending  Saturday . 18 


Corresponding 

Week 

Previous  Year. 


I  East  Division. 
Cars  run -(  West  Division 
(  One-Horse  . . . 


Cars  rebuilt  and  painted . 

“  slightly  repaired . 

“  with  new  wheels  and  brasses. 


No.  of  men  in  car  and  paint  shop 
Cars  broken  on  road . 


Horses — Whole  No, 
Full  work. 
Half  work. 
Hospital . . 
For  sale. . . 
Diseases — No.  ... 


(  Hip . 

Lameri  Shoulder 
(  Foot. . . . 


Conductors — Regular 
“  Extra.. 

Drivers — Regular  . . . 
“  Extra . 


SUPPLIES. 

Used  during  week,  of  Hay,  .  On  hand, 

“  “  Straw . 

"  “  Corn . 

"  “  Oats . 

“  “  Bran . 

“  “  Salt,  . 

Proportion  of  feeding  . 

Pounds  of  hay  and  meal  ) 

per  horse,  )  . 

Remarks . 

Required  during  week . 


Superintendent. 


which,  being  approved  by  him,  is  transmitted  to  the 
accountant,  who  copies  it  upon  the  books,  and  from 
it,  once  a  month,  computes  and  reports  the  daily 


162 


STREET  RAILWAYS. 


stable  and  road  average  of  miles  travelled  by  the 
animals. 

Form  C  is  for  the  weekly  Saturday  evening  report 
which  the  stable  foreman  and  superintendent  may 
be  required  to  make,  and  form  D  is  for  a  second 
weekly  report  to  be  required  of  the  superintendent 
on  Monday. 

On  the  last  Saturday  night  of  each  month  the 


pond  with  the  stalls  in  the  stable,  while  small  cubi¬ 
cal  blocks  may  be  used  to  represent  the  horses. 
The  blocks,  being  of  a  different  color  on  each  face, 
may  be  so  placed  as  to  indicate  the  condition  of 
the  animals  (Fig.  304). 

DISEASES  AND  TREATMENT. 

Although  there  has  been  a  long  felt  need  of  a 
work  treating  especially  on  the  diseases  of  street 


Fig.  304. — Mechanical  Stable  Check. 


superintendent  may  be  required  to  count  the 
animals  in  the  stable  to  see  that  the  total  balances 
with  the  accountant’s  books  before  the  reports  are 
filed  for  entry  on  the  year’s  accounts. 

A  mechanical  record  is  also  sometimes  made  by 
the  chief  officer,  which  is  changed  each  day  to  cor¬ 
respond  with  the  daily  reports.  Such  a  record  may 
be  made  by  having  a  small  table  divided  up  to  rep¬ 
resent  the  stalls,  which  may  be  numbered  to  corres- 


car  horses,  which  could  be  recommended  to  mana¬ 
gers  as  a  safe  and  scientific  guide  in  the  treatment 
of  all  forms  of  disease  to  which  this  class  of  ani¬ 
mals  are  subject,  it  is  manifestly  beyond  the  scope 
of  this  volume  to  cover  this  field,  and  there  is  little 
that  can  be  said  on  the  subject  except  to  recom¬ 
mend  to  the  intelligent  manager  the  use  of  such 
veterinary  works  as  treat  the  whole  subject  in  lan¬ 
guage  of  a  more  or  less  popular  style. 


HORSE  TRACTION. 


i63 


A  regular  veterinary  doctor  should  be  employed 
in  all  cases  where  the  number  of  animals  in  the 
stable  will  warrant  the  outlay.  Where  this  is  not 
the  case,  the  services  of  a  resident  veterinarian 
should  be  retained.  There  will  be,  however,  too 
many  cases  in  which  the  veterinarian  cannot  be 
called  in  time  for  success,  if  at  all;  hence,  the 
manager  or  stable  foreman  who  knows  or  has  the 
means  of  learning  the  nature  of  the  disease  and 
the  proper  treatment  may  be  able  to  save  an  ani¬ 
mal  when  otherwise  it  would  die. 

The  manager  should  not  only  be  informed  in  or¬ 
der  that  he  may  in  special  cases  treat  his  ailing 
animals  or  allow  them  to  suffer  without  treatment, 
but  he  should  have  at  his  command  the  published 
advice  of  veterinarians  eminent  in  their  profession, 
in  order  that  he  may  detect  and  prevent  the 
absurd  and  often  barbarous  methods  of  treatment 
which  an  ignorant  foreman  or  even  a  veterinarian 
who  follows  traditional  rather  than  scientific 
methods,  may  at  times  introduce.  Not  only  is  it 
suggested  that  the  manager  should  study  works 
treating  on  this  subject  for  the  reasons  above  men¬ 
tioned,  but  also  that  he  may  instruct  his  stablemen 
and  be  able  to  recommend  to  them  and  to  his  vet¬ 
erinary  the  use  of  such  medical  literature  as  can 
be  readily  comprehended  by  an  ordinary  mind. 

Scientific  medicine  need  no  longer  remain  a 
sealed  book  to  the  stable  employes  as  a  class,  for 
there  are  works  that  present  the  matter  in  language 
so  simple  that  anyone  may  learn  to  practise  hu¬ 
mane  and  scientific  treatment  in  the  diseases  which 
afflict  this  most  faithful  and  patient  servant  of 
man,  “  the  street  car  horse.” 


First  in  the  short  list  of  works  treating  on  the 
diseases  of  the  horse  which  are  recommended,  may 
be  placed,  the  “  Special  Report  on  Diseases  of  the 
Horse,”  issued  by  the  United  States  Department  of 
Agriculture,  which  may  be  had  on  application  to 
the  Secretary  of  Agriculture.  Although  this  work 
is  issued  for  distribution  to  farmers  it  will  be  found 
exceedingly  valuable  to  all  who  have  the  care  of 
horses. 

“  Russell  on  Scientific  Horseshoeing,”  a  work  pre¬ 
viously  mentioned,  is  placed  second  and  is  recom¬ 
mended,  not  only  because  it  treats  of  horseshoe¬ 
ing  and  diseases  of  the  foot,  but  also  contains  a 
chapter  of  useful  prescriptions  and  remedies  per¬ 
taining  to  the  treatment  of  most  of  the  diseases  to 
which  a  street  car  horse  is  liable. 

Third  on  the  list  is  placed,  “  The  Anatomy  of  the 
Horse,”  by  J.  M.  Fadyean.  Although  this  work 
was  specially  designed  for  the  use  of  veterinary  stud¬ 
ents,  it  will  prove  exceedingly  valuable  to  a  veteri¬ 
nary  practitioner  and  useful  to  the  managers  of 
horse  railways. 

Should  one  wish  to  continue  his  studies  farther 
and  exhaust  the  subject,  he  will  find  that  “  Youatt’s 
History,  Treatment  and  Diseases  of  the  Horse” 
fully  covers  the  field. 

For  such  lines  as  employ  mule  power,  “  Riley  on 
the  Mule  ”  will  be  found  to  be  an  exceedingly  inter¬ 
esting  work  to  study. 

Should  it  be  found  necessary  to  cultivate  a  kindly 
disposition  among  stable  employes  relative  to  their 
treatment  of  the  animals  under  their  charge,  “  Black 
Beauty”  is  recommended  as  just  the  work  for  this 
purpose. 


CHAPTER  IV. 


STEAM,  AIR  AND  GAS  MOTORS. 


Before  the  advent  of  cable  and  electric  traction,  in 
fact,  in  the  early  history  of  street  railways,  consid- 
able  attention  was  given  to  the  development  of 
some  means  of  mechanical  traction.  This  effort 
grew  out  of  an  idea  then,  and  still,  prominent  in  the 
minds  of  many  street  railway  men  and  others,  that 
“  the  employment  of  horses  on  tramways  is  a  misfit 
and  a  barbarism,”  and  not  only  a  misfit  but  an  ex¬ 
pensive  means  also. 

Naturally  enough,  following  steam  railway  experi¬ 
ence,  the  energies  of  engineers  were  first  directed 
in  the  line  of  modifying  the  locomotive  and  adapt¬ 
ing  it  to  the  requirements  of  street  railway  service, 
and  although  they  have  succeeded,  after  long  study 
and  patient  industry,  in  producing  “a  noiseless, 
vaporless,  smokeless  and  handy  machine,”  one  that 
can  be  operated  more  cheaply  per  car  mile  than 
animal  power,  they  have  never  succeeded  in  over¬ 
coming  the  prejudice  that  exists  everywhere  against 
the  employment  of  independent  steam  motors  on 
city  streets. 

The  popular  rivals  of  the  steam  motor  (cable  and 
electricity)  have,  however,  done  much  to  overcome 
prejudice  and  allay  the  fears  of  people  in  regard  to 
the  frightening  of  horses  and  liability  to  accident, 
as  there  are  now,  since  the  advent  of  safety  boilers, 
no  accidents  peculiar  to  the  use  of  steam  that  are 
not  shared  in  or  exceeded  by  the  new  comers.  But 
in  this  connection  it  is  gratifying  to  note  that  long 
service  has  proved  that  all  classes  of  mechanically 
propelled  cars  are  safer  in  operation  than  cars 
drawn  by  horses  even  though  they  are  run  at  a 
higher  speed.  The  theory  is  that  people  are  not 
so  apt  to  take  their  chances  in  crossing  a  street  in 
front  of  mechanically  propelled  cars  as  they  are 
with  horse  cars. 

Not  only  has  the  rival,  electricity,  assisted  in 
overcoming  prejudice,  but  it  has  demonstrated  the 


possibility  of  climbing  steep  grades  and  combating 
with  snow,  and  overcoming  difficulties  that  had, 
heretofore,  impaired  the  success  of  steam  motors. 

From  the  above  it  will  be  seen  that  the  steam 
motor,  instead  of  retiring  from  the  field,  vanquished, 
as  many  predicted,  can  be  improved  along  the  lines 
indicated,  and  still  find  a  large  and  inviting  field  of 
operation  for  which  no  other  means  of  traction  is 
so  well  adapted.  We  refer  to  suburban  roads,  hotel 
and  excursion  roads  i'n  places  where  the  season  is 
short  and  the  business  irregular,  and  to  temporary 
extensions  of  electric  or  cable  roads  where  the  ex¬ 
pense  of  these  systems  and  the  amount  of  business 
offered  would  not  justify  their  use. 

The  following  conditions,  requisite  to  the  suc¬ 
cessful  use  of  steam  on  street  railways,  are  quoted 
from  reliable  authority  : 

“  ist.  A  tramway  engine  must  be  capable  of  com¬ 
ing  to  a  dead  stop  within  a  short  distance  and  start¬ 
ing  again  with  the  greatest  facility. 

“2d.  It  must  be  able  to  run  around  very  sharp 
curves. 

“  3d.  It  must  have  a  very  wide  range  of  power, 
adapted  for  taking  very  variable  loads  and  ascend¬ 
ing  the  steepest  gradients. 

“  4th.  Perfect  safety  must  be  secured  both  for 
passengers  and  for  the  general  public. 

“  5th.  The  dimensions  must  be  moderate,  particu¬ 
larly  the  width,  and  there  must  be  nothing  likely 
to  cause  horses  to  take  fright. 

“  The  secondary  conditions  which  it  is  desirable 
to  aim  at  fulfilling,  may  be  stated  as  follows  : 

“  ist.  The  engines  should  emit  no  steam  or 
smoke,  no  water  and  no  ashes  or  cinders. 

“  2d.  They  should  contain  no  liquid  or  gas  at 
high  temperature,  which  might,  in  cases  of  break¬ 
down,  collision  or  overturning  of  the  vehicles,  scald 
or  otherwise  injure  the  passengers  or  others. 


STEAM,  AIR  AND  GAS  MOTORS. 


“  3d.  They  should  not  require  more  attendants 
than  the  horse  cars. 

'■  4th.  They  should  be  capable  of  running  back¬ 
wards,  which  cannot  always  be  done  on  tramways, 
but  is  desirable  as  a  provision  against  accidents. 

“  5th.  The  working  parts  must  be  accessible  and 
kept  free  from  dust  all  joints  and  rubbing  sur¬ 
faces  should  be  easily  and  thoroughly  lubricated.’' 

To  these  should  be  added  that  the  rails  should 
be  heavy  and  of  the  most  approved  pattern,  and 
the  road  bed_  con¬ 
structed  in  the 
most  substantial 
manner. 

The  motor  should 
be  adapted  in 
power,  weight  on 
the  driving  wheels 
and  speed  of  run¬ 
ning  to  the  grades, 
traffic  and  other 
features  of  the  line 
on  which  it  is 
operated. 

While  the  above 
conditions  are  im¬ 
portant  to  the  suc¬ 
cessful  working  of 


a  steam  motor,  in¬ 
telligent  management  and  an  earnest,  vigilant  de¬ 
sire  on  the  part  of  all  in  charge  to  keep  down  the 
expenses  of  running  and  repairs  are  of  equal 
necessity  ;  to  secure  this  the  motors  should  be  run 
by  picked  men,  who  will  obey  orders  strictly ; 
they  should  be  inspected  daily  to  seek  out  all 
needed  adjustments  and  repairs,  which  should  be 
made  at  once  ;  and  the  whole  motive  power  should 
be  in  charge  of  a  competent  superintendent,  whose 
whole  interest  it  is  to  reduce  the  cost  of  successful 
operation  to  the  lowest  possible  limit. 

The  most  important  factor,  after  the  above,  for 
the  successful  operation  of  steam  motors  is  a  prop¬ 
erly  equipped  and  properly  manned  repair  shop. 
Many  railway  managers  seem  to  think  that  a  motor 
should  run  forever  without  any  fixing  beyond  that 


Fig.  304. — Baldwin  Steam  Motor. 


furnished  by  the  profanity  of  the  engineer,  but  this 
is  a  mistake  ,  a  machine  may  run  fifteen  months 
without  repairs,  and  it  may  not  run  fifteen  min¬ 
utes.  It  is  just  as  absurd  to  attempt  to  operate  a 
mechanically  propelled  line  without  a  machine 
shop  and  proper  housing  for  the  motors  as  it  would 
be  to  open  a  horse  line  without  first  providing  a 
stable  for  the  animals 

Among  the  early  types  of  steam  motors  the 
power  was  transmitted  to  the  axles  by  means  of 

gearing,  but  this 
proved  to  be  a  very 
unsatisfactory 
arrangement  on  ac¬ 
count  of  the  loss  of 
power  by  friction, 
the  noise  in  opera¬ 
tion  and  expense 
from  wear  and  tear. 
The  use  of  crank 
axles  has  also  been 
very  generally  dis¬ 
carded  by  the  lead¬ 
ing  manufacturers 
in  this  country,  on 
account  of  their  lia¬ 
bility  to  break,  but 
they  are  still  in 
favor  with  foreign 
builders.  The  essential  principle  of  construction 
conforms  closely  to  regular  locomotive  practice,  but 
the  objectionable  features  of  the  latter  are  elimi¬ 
nated  as  far  as  possible.  A  housing  covers  the  en¬ 
tire  machine,  concealing  the  motion  of  the  ma¬ 
chinery  and  giving  to  the  motor  much  of  the  ap¬ 
pearance  of  an  ordinary  horse  car.  The  locomotive 
type  of  boiler  designed  to  work  under  a  steam  press¬ 
ure  of  130  lbs.  is  usually  adopted.  The  machinery 
usually  consists  of  two  outside  horizontal  cylinders, 
with  the  connecting  rods  taking  hold  of  wrist  pins 
on  the  outside  of  the  driving  wheels  which  are 
usually  steel  tired  and  coupled  by  side  rods.  The 
eccentrics,  links  and  valve  motion  are  modeled 
after  locomotive  practice.  The  wearing  parts  arc 
made  of  steel,  case  hardened  iron  or  bronze  metal, 


i66 


STREET  RAILWAYS. 


Fig.  306 — Baldwin  “Double  Ender  ”  Motor. 


cupy  no  more 
room,  while  capa¬ 
ble  of  hauling  from  one  to  four  cars.  This  type  of 
steam  motor  and  also  that  shown  in  Figs.  305  and 
306,  are  manufactured  by  the  Baldwin  Locomotive 


one  inches,  wheel  base  five  and  a  half  feet,  total 
weight  13,000  lbs.,  and  load  on  level  track  250  long 
tons;  weight  of  largest  size  26,000  lbs.,  and  load 


and  are  constructed  with  special  reference  to 
durability. 


Works  of  Philadelphia,  Pa.  In  the  first  the  entire 
weight  is  carried  on  four  driving  wheels,  which 

are  coupled  so 
that  the  motor  is 
well  adapted  for 
service  on  steep 
grades.  The  tank 
is  placed  on  the 
engine  frame 
back  of  the  cab, 
and  is  cut  in  the 
middle  to  allow 
entrance  to  the 
cab  at  the  back. 
Hinged  apron 
boards  hide  the 
side  rods  when  in 
their  lowest  posi¬ 
tion.  These  mo¬ 
tors  are  made  in 
four  sizes  having 

Steam  and  lever  brakes  are  provided,  and  each  cylinders  from  8  ins.Xi2  ins.  up  to  11  ins.Xi6  ins. 
machine  is  supplied  with  all  necessary  tools.  The  minimum  diameter  of  driving  wheels  is  thirty- 

Coal  or  od  may 
be  used  as  fuel  ; 
to  avoid  smoke 
the  use  of  anthra¬ 
cite  coal  or  coke 
is  recommended. 

On  ordinary 
grades  it  will  re¬ 
quire  from  eight 
to  twelve  pounds 
of  coal  per  mile. 

Fig.  304  illus¬ 
trates  a  type  of 
motor  designed 
to  take  the  place 
of  horses  in  city 
streets,  and  oc- 


Fig.  305. — Baldwin  Pony  Truck  Motor. 


STEAM,  AIR  AND  GAS  MOTORS. 


500  long  tons.  Fig.  307  is  also  a  type  of  four  wheel 
rear  tank  motor,  with  side  flaps  and  pilot,  built  by 
II.  K.  Porter  &  Co.,  Pittsburgh,  Pa.,  These  are  built 
in  five  sizes,  the  smallest  having  cylinders  6  ins.  X  10 


ins.,  diameter  of  wheels  twenty-three  inches,  wheel 
base  four  feet,  length  over  all  fifteen  feet,  weight 
14,000  lbs.,  capacity  of  tank  125  gals.,  hauling  ca¬ 
pacity  250  short  tons. 

Figs.  308  and  309  are  two  types  of  saddle  tank 


motors  built  by  the  same  firm,  one  with  and  the 
other  without  boards,  pilots  and  side  flaps. 

Another  type  of  motor  and  one  that  is  used  more 
extensively  than  any  other  for  street  railway  pur¬ 
poses,  is  illustrated  in  Figs.  305,  310  and  31 1.  The 


Fig.  309. 


last  two  are  also  built  by  H.  K.  Porter  &  Co.  These 
are  designed  for  a  higher  rate  of  speed,  and  a  pony 
or  rear  truck  is  added  to  obviate  a  tendency  to¬ 
ward  a  galloping  motion  to  which  four  wheel  mo¬ 
tors  are  subject  when  running  at  a  high  speed. 
The  pony  truck  has  a  swinging  bolster  and  radius 


167 

bar,  so  that  the  motor  is  enabled  to  pass  curves  of 
short  radius  very  easily. 

The  pattern  shown  in  Fig.  305  is  built  in  seven 
sizes,  the  cylinders  ranging  from  8  ins.  X  12  ins.  to 


Fig.  310. — Pouter  Pony  Truck  Motor. 

14  ins.  X  20  ins.,  the  first  having  thirty-one  inch 
driving  wheels,  driver  wheel  base  four  feet,  total 
wheel  base  seven  and  a  half  feet,  weight  in  working 
order  19,000  lbs.,  weight  on  drivers  15,000,  load  on 
level  290  long  tons.  Fig.  310  is  built  in  four  sizes, 


Fig.  311. — Porter  Pony  Truck  Motor. 


minimum  size  of  cylinder  7  ins.  X  12  ins.,  diameter 
of  driving  wheels  twenty-eight  inches,  truck  wheels 
sixteen  inches,  rigid  wheel  base  four  feet  eight 
inches,  total  wheel  base  eight  feet  five  inches, 
length  over  all  fifteen  feet  six  inches,  height  nine 


Fig  312. — Porter  "  Douule  Ender”  Motor. 


feet  five  inches,  total  weight  19,000  lbs.,  weight  on 
drivers  14,000  lbs.;  weight  on  two  wheel  radial  bar 
truck  5,000  lbs.,  capacity  of  saddle  tank  200  gals. 

Figs.  306  and  312  are  known  as  the  “double 
ender"  type,  and  are  the  most  suitable  designs  for 
running  both  ways  at  high  speed.  Each  pony 


i68 


STREET  RAILWAYS. 


truck  of  the  first  has  swinging  bolster  and  radius 
bar,  one  truck  being  centre  bearing  the  other  side 
bearing,  giving  the  motor  lateral  stability.  These 
motors  will  run  smoothly  over  uneven  track  as  all 
the  wheels  will  find  a  bearing. 

Fig.  313  is  a  longitudinal  section  of  a  foreign 
tramway  locomotive,  which  has  established  a  repu¬ 
tation  abroad  for  doing  good  and  economical  work. 
Fig.  314  is  an  end  view,  and  Fig.  315  plan  below 


they  considerably  overhang  in  the  direction  of  the 
fire  box.  The  guides  for  the  valve  spindles  are  car¬ 
ried  by  the  same  plate. 

“The  link  motion  is  of  the  ordinary  shifting  link 
type.  The  eccentrics  and  hoops  are  of  cast  iron 
The  coupling  rods  are  made  with  solid  ends,  hav¬ 
ing  phosphor  bronze  bushings.  The  boiler  is  of 
the  usual  locomotive  type,  of  Lowmoor  iron 
throughout,  doubly  riveted  in  the  longitudinal 


0mnm 

■9W93W39W0 

iiaooooooooaaoooouoaooooaowsoioooaofi 

[193303000110300 

0000099000909000099 

90909909399310099009039099900909003900 

00000090900090 

0900099990009000000 

90300090939990309000000309900030339950 

U 09030900900309 
fit- 

n 

0309000039999000000 

00300000800900099303003930009009903090  ) 

Fig.  313. — The  Merryweather  Engine. 


the  foot  plate, which  plainly  illustrates  the  difference 
between  home  and  foreign  practice.  The  plates 
and  description  are  copied  from  the  very  excellent 
English  work  by  D.  K.  Clark,  entitled  “  Tramways.” 

“  The  cylinders  are  placed  inside  the  framing,  and 
are  joined  together  at  the  middle,  where  they  form 
the  valve  chest,  whilst  a  saddle  is  placed  on  each 
half  for  the  purpose  of  supporting  the  boiler  at  the 
smoke  box.  The  grate  bars  are  of  steel,  the  cross¬ 
head  is  of  cast  steel  and  the  crosshead  slippers  are 
of  cast  iron,  having  large  wearing  surfaces.  The 
guide  bars  are  supported  by  a  cross  plate  which 


seams.  The  feed  tank,  holding  100  gals.,  is  placed  in 
front  of  the  smoke  box.  A  fender  plate  is  fixed  at 
each  end  of  the  engine  to  remove  obstructions,  and 
to  obviate  any  chance  of  running  over  any  person. 
The  whole  of  the  work  is  enclosed  in  a  cab  or 
casing  of  sheet  iron  on  angle  iron  framing,  twelve 
feet  in  length,  six  feet  four  inches  in  width  and 
about  eight  and  a  half  feet  above  the  rails. 

“  The  condenser,  placed  above  the  roof,  consists 
of  four  horizontal  layers,  slightly  arched,  of  thin 
copper  tubes,  laid  transversely  across  the  roof.  The 
tubes  are  one  inch  in  diameter  outside,  one  fifty- 


STEAM,  AIR  AND  GAS  MOTORS. 


169 


fifth  of  an  inch  in  thickness  and  are  each  six  feet  in 
length.  There  are  sixty  tubes  in  each  layer,  or  240 


l 


Fig.  314. 

tubes  in  the  four  layers,  coated  with  brown  varnish 
to  augment  their  radiating  power.  They  are 
brazed  at  the  ends  into 
three  inch  longitudinal 
pipes,  three  inches  in 
diameter  outside,  four 
on  each  side,  eleven  feet 
long.  The  exhaust  steam 
is  discharged  by  two 
copper  pipes,  one  to 
each  side  into  the  upper¬ 
most  longitudinal  pipe, 
whence  it  circulates 
through  the  transverse 
tubes.  The  condensa¬ 
tion  water  and  the  re¬ 
maining  vapor  are  conducted  into  a  separator 
vessel  at  the  front,  whence  the  water  runs  down  to 
the  feed  water  tank,  and  the  vapor  passes  away 


into  the  smoke  box,  where  it  is  mixed  with  and 
disappears  with  the  products  of  combustion.  So 
efficient  is  the  condenser  that  the  engine  can  be 
worked  all  day  with  one  charge  of  the  feed  water 
tanks.  This  tank  holds  only  100  gals.,  and  the 
quantity  consumed  as  uncondensed  steam  or  other¬ 
wise  does  not  exceed  fifty  gallons  for  the  day. 

“  Steam  levers  and  reversing  levers  are  fitted  in 
duplicate,  one  of  each  at  each  end  of  the  engine,  so 
that  the  driver  may  take  his  place  at  the  leading 
end,  whichever  end  goes  first.  There  is  a  speed 
indicator  and  a  bell  governor  for  shutting  off 
steam  when  the  allowed  speed — ten  miles  an  hour 
— is  reached. 

“  The  fire  box  is  one  foot  ten  inches  long  by  two 
feet  wide  inside,  and  is  two  feet  one  and  a  half 
inches  high  above  the  grate.  The  barrel  of  the 
boiler  is  two  feet  four  inches  in  diameter  inside. 
There  are  sixty-four  flue  tubes,  one  and  three- 
fourths  inches  in  diameter  outside,  and  five  feet  in 
length.  The  grate  area  is  3.8  sq.  ft.  and  the  heat¬ 
ing  surface  is  169.2  sq.  ft. 

“  The  working  pressure  of  steam  in  the  boiler  is 
140  lbs.  per  square  inch.  The  cylinders  are  six  and 
a  half  inches  in  diameter  with  a  stroke  of  ten 
inches.  The  wheels  are  twenty-six  inches  in  diam¬ 
eter,  placed  at  four  and  a  half  feet  centres.  The 
whole  of  the  machinery  is  encased  from  below. 


Fig.  315. 

The  weight  of  the  engine,  empty,  is  six  tons  ;  and 
in  working  order  with  water  and  fuel,  seven  tons. 
It  consumes  6.911  lbs  of  coal  per  mile.” 


I'/O 


STREET  RAILWAYS. 


Another  foreign  type  of  steam  motor,  which  has 
recently  been  introduced  in  this  country  is  illus¬ 
trated  in  Fig.  316. 

The  compound  cylinders  are  placed  below  the 
floor  and  are  coupled  direct  to  the  connected 
drivers.  The  exhaust  passes  to  the  series  of  con¬ 
denser  pipes  which  are  located  on  the  roof. 


cars,  we  gain  the  following  items  of  expense  for 
operating : 

Average  number  of  miles  run  per  day,  100  ;  aver- 
age  grade,  five  per  cent.  ;  fuel  consumption  in 
pounds  per  mile  of  anthracite  coal,  15.6  lbs.,  cost¬ 
ing  4.1  cts.  ;  coke,  fifteen  pounds,  costing  3.33  cts.  ; 
soft  coal,  28.3  lbs.  costing  4.7  cts.  Total  cost  of 


Fig.  316. — Steam  Tramway  Locomotive. 


The  body  of  the  motor  is  twelve  feet  long,  seven 
feet  eight  inches  wide,  and  nine  feet  high,  and,  com¬ 
plete,  weighs  about  seven  tons.  The  drivers  are 
thoroughly  housed  in,  and  access  is  had  to  the 
journals  by  means  of  swing  doors  as  shown. 

From  the  published  reports  of  the  operation  of 
twenty-nine  steam  motors  on  as  many  different 
lines  in  this  country,  each  hauling  from  one  to  four 


operating  per  mile  run,  including  wages  and  re¬ 
pairs,  1 1.04  cts. 

Fig.  317,  illustrates  the  general  design  of  a  steam 
car,  having  the  boiler  located  in  the  front  end  sepa¬ 
rated  from  the  passenger  compartment.  The  cyl¬ 
inders  are  under  the  platform  outside  the  car  body, 
so  that  no  heat  or  steam  can  be  communicated 
from  them  to  the  passenger  department.  A  com- 


STEAM,  AIR  AND  GAS  MOTORS. 


bined  car  and  motor  has  the  merit  of  taking  up  the 
least  possible  room,  but  is  objectionable  on  account 
of  the  position  of  the  machinery,  it  being  unhandy 
for  making  repairs,  and  because  an  upright  boiler 
is  required  and  because  the  motion  of  the  car  is  apt 
to  be  too  rough,  and  the  passengers  are  annoyed  by 
me  vibratory  motion  of  the  engine  and  the  heat  of 
the  boiler  and  smell  of  the  oil.  Some  of  these  ob¬ 
jections  may  be  overcome  by  careful  designing,  but 
this  type,  although  desirable  for  many  reasons,  has 
not  become  as  popular  for  steam  practice  as  the 
independent  motor. 


171 

from  the  engines  to  the  car.  The  tank  is  placed 
under  the  seats  and  the  machinery  is  perfectly  pro¬ 
tected  from  the  dust  by  a  suitable  casing.  On 
roads  with  many  heavy  grades  this  motor  con¬ 
sumes  seven  pounds  of  anthracite  coal  per  mile  of 
travel. 

Some  types  of  combination  steam  cars  which  are 
doing  excellent  service  on  several  foreign  lines  are 
illustrated  in  Figs.  320  and  321.  These  cars  are 
operated  by  the  Rowan  system  of  which  many 
styles  of  bodies  are  constructed.  Fig.  320  has  an 
open  platform  and  closed  rear  part,  without  class 


Fig.  317. — Baldwin  Steam  Car. 


Fig.  318  illustrates  the  machinery  and  framework 
of  a  steam  car  before  the  car  body  is  placed  in  posi¬ 
tion. 

Fig.  319  is  an  illustration  of  the  machinery  and 
truck  of  another  type  of  combined  car  and  one 
that  has  met  with  considerable  favor  in  operation. 
The  forward  end  of  the  engine  is  suspended  by 
a  link.  The  engine  frame  is  attached  to  the  driving 
axle  so  that  the  working  strain  falls  on  the  driving 
axle  alone.  Engine  and  drivers  are  one  piece  of 
machinery,  and  it  will  be  noted  that  the  cylinders 
are  between  the  wheels,  close  together  and  con¬ 
nected  directly  with  the  driving  shaft.  By  this 
arrangement  no  rolling  motion  is  communicated 


distinction,  and  is  a  style  employed  on  some  of  the 
lines  in  the  vicinity  of  Paris. 

Fig.  321  is  designed  for  suburban  service,  and 
has  a  compartment  for  baggage,  and  two  class 
apartments.  In  the  latest  designs  of  engines  for 
this  system  two  vertical  boilers  are  employed, 
which  are  usually  connected  above  the  water  line; 
some,  however,  have  two  smoke  stacks.  Coke  is 
burned  for  fuel,  and  in  operation  the  engines  are 
smokeless  and  noiseless.  The  cylinders  are  placed 
horizontally  between  the  wheels  to  which  they 
are  connected  in  some  cases  by  intermediate  gear; 
in  others  they  are  coupled  direct.  The  water  tank 
has  a  capacity  for  five  hours'  run.  The  exhaust  is 


172 


STREET  RAILWAYS. 


led  to  the  condenser  which  is  located  on  the  rool, 
and  has  1,120  ft.  of  pipe  surface. 

The  motion  of  these  cars  is  said  to  be  very  easy 
and  free  from  vibration,  owing  to  the  method  of 
spring  hanging  and  to  the  design  of  the 
bogie  truck  and  the  method  by  which 
it  is  connected  with  the  frame,  also  to 
the  rear  radial  pony  truck. 

The  cars  that  are  designed  to  seat  fifty 
people  have  a  total  length  of  fifty  and  a 
half  feet:  and  are  seven  feet  wide ;  they 
weigh,  in  working  order,  19,800  lbs.,  of 


Fig  318. — Truck  and  Engine  of  Steam  Car, 

which  17,600  lbs  are  available  for  adhesion.  A 
forty  II  P  engine  burns  from  five  to  seven  pounds 
of  fuel  per  mile  run  and  the  tractive  effort  is  about 
2,640  lbs 

Besides  the  above  types,  steam  cars  are  made 
with  double  trucks  (eight  wheels),  some  having  en¬ 
gines  attached  to  each  truck,  others  with  only  one 
engine.  Double  and  triple  compound  engines  arc 
also  used  on  several  types  of  steam  cars.  The 
different  patterns  of  combined 
cars  are  almost  endless  so  that 
it  is  impossible  to  illustrate  all. 

The  above  cuts  will  serve  to  give 
a  general  idea  of  what  has  been 
accomplished  in  this  direction 

STORED  STEAM 

or  hot  water  motors  have  re¬ 
ceived  a  great  deal  of  attention 
from  inventors  at  home  and  abroad,  and  many 
people  are  still  working  along  this  line  with  a  com¬ 
mendable  persistency,  notwithstanding  that  the 
way  is  thickly  strewn  with  the  evidences  of  defeat. 

This  type  of  motor  is  constructed  on  the  princi¬ 
ple  of  “spontaneous  evaporation;”  that  is,  a  body 
of  water  being  heated  under  pressure  generates 
steam  when  the  pressure  falls  and  the  temperature 


and  pressure  correspond,  the  same  as  in  an  or¬ 
dinary  boiler.  Water  heated  to  445  degs.  F.  has 
a  corresponding  pressure  of  400  lbs.  per  square 
inch;  cooled  to  281  deg.  F.  the  pressure  is  fifty 
pounds,  while  more  than  one-fifth  of  the  water 
has  been  converted  into  steam.  Let  the  pres¬ 
sure  be  reduced  from  200  lbs.  to  fifty  pounds 
and  one-ninth  of  the  water  will  be  evaporated. 
It  will  be  seen  that  such  boilers  must  carry  a 
large  quantity  of  water  as  compared  with 
furnace  boilers,  as  not  more  than  twenty 
per  cent,  can  be  utilized  as  steam. 

There  are  three  methods  of  working 
these  motors  ;  in  the  first,  the  boiler  is 
partly  filled  with  water  and  then 
charged  with  steam  from  a  stationary 
boiler  ;  in  the  second,  a  furnace  is  pro¬ 
vided  which  is  fired  up,  and  after  the 
water  is  heated  to  the  required  temperature  the 
draft  and  chimney  are  hermetically  sealed  ;  in  the 
third,  the  boiler  is  charged,  as  in  the  first  case, 
and  reinforced  by  a  quantity  of  heated  metal. 

The  following  are  some  of  the  claims  made  for 
these  motors  :  The  steam,  being  generated  in  a  sta¬ 
tionary  boiler  with  cheap  coal,  is  produced  at  a  low 
cost ;  no  fuel  being  carried  there  is  a  reduction  of 
dead  weight  ;  a  very  high  pressure  of  steam  may 


Fig  319. — The  Ransom  Steamer. 

be  used  ;  only  one  attendant  is  required.  The  res¬ 
ervoirs  for  storing  the  heated  water  are  sometimes 
placed  under  the  floor  of  the  car,  under  the  seats 
on  the  roof  or  in  a  separate  compartment.  The 
cylinders  are  about  the  same  as  those  described  for 
“  live  steam  ”  motors,  and  are  made  to  work  upon 
an  intermediate  crank  shaft,  or  may  be  coupled  di¬ 
rectly  to  the  drivers. 


STEAM,  AIR  AND  GAS  MOTORS. 


03 


A  motor  of  this  class  is  illustrated  in  Fig  322. 
Two  cylindrical  reservoirs  located  in  a  compart¬ 
ment  crossways  of  the  car,  are  charged  with  water 
at  a  temperature  of  400  degs.  Within  each  of  these 
are  two  small  cylinders  eight  or  ten  inches  in  diame¬ 
ter,  which  are  provided  with  a  rack  or  cradle  on 
which  red  hot  metal  balls,  six  inches  in  diameter, 
are  placed.  On  each  reservoir  is  a  dome  flanked  on 
each  side  by  smaller  domes,  which  are  vertical  flue 
condensers,  the  flues  being  surrounded  by  a  spiral 
pipe. 

Vent  pipes  from  each  of  the  enclosed  cylinders 


shaft  beneath  the  platform,  on  which  is  an  inter¬ 
mediate  gear  with  a  broad  concave  face,  meshing 
into  a  second  gear  on  the  front  axle  ;  the  intermedi 
ate  gear  being  curved  concentric  to  the  axis,  about 
which  the  truck  swivels,  allows  of  the  shorter  curves 
being  passed  without  disengaging  the  gears. 

The  motor  is  operated  with  three  levers,  and  the 
exhaust  passes  to  the  condensers,  from  which  the 
water  is  returned  to  the  reservoirs 

One  of  the  latest  motors  of  this  class,  is  so  de¬ 
signed  that  a  small  quantity  of  water  is  delivered 
direct  to  the  cylinders.  The  car  is  provided  with 


tiobadero 


Fig.  320. — Rowan’s  Steam  Car. 


pass  through  the  steam  domes  and  out  at  the  roof, 
having  air  valves.  The  heads  or  doors  of  the  en¬ 
closed  cylinders  are  also  provided  with  vent  valves. 

The  reservoirs  being  charged  and  the  red  hot 
balls  in  place,  the  vents  are  closed  and  the  air  sur¬ 
rounding  the  balls  becomes  dead  air,  so  to  speak, 
and  a  good  non-conductor,  causing  the  balls  to  re¬ 
tain  their  heat. 

The  car  is  run  for  a  time  by  the  original  charge 
of  hot  water  until  the  gauge  indicates  too  low  a 
pressure,  when  the  vents  communicating  with  the 
enclosed  cylinders  are  opened,  a  circulation  of  air 
about  the  hot  balls  is  established,  so  that  their  heat 
is  imparted  to  the  water,  quickly  raising  the  pres¬ 
sure  ;  the  vents  are  then  closed,  the  air  becoming 
dead  as  before,  and  opened  when  necessary. 

Two  ten  H.  P.  vertical  engines  located  on  the 
front  platform,  as  shown,  connect  with  a  crank 


four  storage  cylinders  located  in  pairs  under  the 
body  in  front  and  rear  of  the  trucks.  These  cylin¬ 
ders  are  about  a  foot  in  diameter  and  are  tested  up 
to  a  very  high  pressure.  These  are  stored  with 
water  at  about  400  degs.  temperature  sufficient  to 
operate  fifteen  H.  P.  hours,  and  they  are  expected 
to  make  twenty  miles  before  recharging. 

The  engine  consists  of  four  single  stroke  cylin¬ 
ders,  Sins.  X  16  ins.,  placed  side  by  side  under  the  car 
Dody  between  the  axles,  and  connected  by  cranks 
at  different  angles  with  the  main  shaft  which  in 
turn  conveys  power  by  single  reduction  gear  to  the 
rear  axle.  The  main  shaft  is  connected  by  discs 
and  connecting  rod  to  a  second  shaft  which  in  turn 
is  geared  in  the  same  manner  to  the  front  axle.  The 
valves  are  operated  by  two  eccentrics.  About  two 
cubic  inches  of  water  are  delivered  to  each  cylin¬ 
der,  the  valves  being  cut  off  at  a  quarter  of  an  inch. 


174 


STREET  RAILWAYS 


The  water,  it  is  claimed,  flashes  into  steam  and  ex¬ 
pands  to  nearly  atmospheric  pressure  before  the 
stroke  is  completed.  The  exhaust  is  led  into  a 
system  of  parallel  pipes  about  two  inches  in  diam¬ 
eter,  placed  upon  the  roof  of  the  car  from  which  it 
escapes  without  producing  any  noise  or  vapor.  The 
power  equipment  adds  about  a  ton  and  a  half 
weight  to  the  ordinary  car 

COMPRESSED  AIR  MOTORS 
have  allured  many  inventors  and  engineers  into 
their  development,  but  in  almost  every  case  the 
subject  has  been  more  fascinating  than  practical. 


to  the  generating  force,  less  the  losses  by  friction 
and  clearance.  But  there  are  physical  difficulties 
connected  with  the  working  of  air  expansively 
which  entail  a  large  extra  expense  to  overcome  and 
which  militate  against  the  use  of  air  motors. 

When  air  is  compressed  by  mechanical  means  the 
temperature  is  raised,  and  if  none  of  the  heat  is 
allowed  to  escape  it  is  said  to  be  ;<  adiabatically 
compressed,  and  in  working  by  expansion  back  to 
atmospheric  pressure,  as  when  expanded  behind  a 
piston,,  there  is  an  extreme  tali  in  the  temperature, 
causing  ice  to  form  about  the  cylinder  and  valves, 


Fig  321. — Rowan’s  Steam  Tram  Car, 


Air  motors  are  usually  constructed  with  storage 
tanks  or  reservoirs  which  are  charged  at  a  central 
station  with  a  supply  of  air  previously  compressed 
by  steam  power  and  worked  expansively  in  small 
engines  on  the  car  and  from  which  the  force  is 
transmitted  to  the  drivers  in  the  same  manner  as 
on  steam  motors. 

Sometimes,  however,  the  supply  is  conducted 
along  the  line  of  the  road  in  pipes,  from  which  the 
reservoirs  are  charged  at  frequent  intervals,  the 
motor  being  halted  for  the  purpose.  Attempts 
have  also  been  made  to  draw  a  continuous  supply 
automatically  from  the  main  by  means  of  stand¬ 
pipes  and  valves. 

To  the  uninitiated  it  would  seem  to  be  a  very 
simple  and  practical  matter  to  compress  air,  store 
it  in  tanks  on  board  a  car  and  expand  it  in  a  pro¬ 
pelling  engine  so  that  the  efficiency  would  be  equal 


and  so  hardening  the  lubricant  as  to  render  the  en¬ 
gine  inoperative.  For  this  reason,  the  working  of 
air  expansively  is  confined  to  narrow  limits,  and 
only  by  adopting  some  means  for  checking  the  fall 
in  temperature,  can  it  be  used  to  advantage. 

The  most  efficient  means  adopted  for  this  pur¬ 
pose  are  either  to  heat  the  air  before  expansion  by 
passing  it  through  a  furnace,  or  by  saturating  it 
with  vapor,  in  which  case  the  vapor  is  condensed 
during  expansion  and  its  liberated  heat  is  absorbed 
by  the  air,  preventing  freezing. 

To  keep  the  rise  of  temperature  during  compres¬ 
sion  within  reasonable  limits,  the  cylinders  of  the 
compressing  pump  must  be  jacketed  with  running 
water. 

Foreign  engineers  have  succeeded  in  adapting 
air  motors  to  tramway  purposes,  better  than  those  of 
our  own  country,  while  in  the  use  of  compressed 


STEAM,  AIR  AND  GAS  MOTORS. 


05 


air,  for  working  drills  in  mines  and  tunnels,  our 
home  engineers  have  had  remarkable  success. 

The  most  successful  air  motor  of  which  we  have 


Fig.  322. — Stored  Steam  Motor. 

any  knowledge  is  the  Mekarski,  which  is  in  use  in 
the  city  of  Nantes,  France,  and  on  several  other 
lines  in  the  same  country,  and  is  being  experimented 
with  in  this  country  (Fig.  323A). 

The  motor  may  be  described  as  follows  :  The 
appearance  is  like  an  ordinary  car,  with  reservoirs 
made  of  half  inch  steel  plates,  nine  in  number, 
placed  under  the  floor  of  the  car  parallel  with  the 
axles,  and  which  are  tested  to  sustain  a  pressure  of 
900  lbs.  per  square  inch.  These  reservoirs  are  div¬ 
ided  into  two  groups  ;  the  first  group  is  composed 
of  six  reservoirs  having  a  total  volume  of  536X 
gals.  ;  the  second  group  or  remaining  three  reser¬ 
voirs,  called  the  reserve,  contain  281 gals.  ;  total 
total  capacity  817^  gals.  This  volume  of  air 
under  a  pressure  of  675  lbs.  per  square  inch,  weighs 
380  lbs.  The  reserve  battery  is  made  independent 


The  different  reservoirs  are  connected  with  a  sys¬ 
tem  of  strong  piping,  and  the  pipes  from  both 
groups  are  led  to  the  lower  part  of  a  cylindrical 
reservoir  placed  vertically  on  the  front  plat¬ 
form  of  the  car  (Fig.  323).  This  reservoir  is 
made  of  steel,  contains  fifty-three  gallons  and 
is  charged  with  water  under  pressure  and  at 
a  temperature,  at  the  outset,  of  31 1  degs.  F. 
The  air  passes  through  the  water  in  the  form 
of  bubbles,  becomes  heated  and  at  the  same 
time  saturated  with  vapor,  and  collects  in 
the  top  part  of  the  cylinder  which  serves  the 
purpose  of  a  steam  dome  in  a  boiler.  On 
the  top  of  the  cylinder  is  a  pressure  regulator 
which  the  engineer  operates  to  reduce  the 
pressure  of  the  air  going  to  the  cylinders  to 
sixty  or  seventy-five  pounds  per  square  inch. 
There  are  also  two  manometers  on  the  dome 
to  indicate  the  pressures  in  the  battery  and  in 
the  reserve. 

From  the  regulator  the  air  passes  to  the  cylin¬ 
ders  which  are  arranged  in  sets  of  two,  each  pair 


Fig.  324. — Cylinders  of  Mekarski  Motor. 


Fig.  323. — Mekarski  Air  Motor. 


and  always  kept  at  a  high  pressure  so  that  an  extra  forming  a  tandem  double  expansion  engine  (Fig. 
powerful  effort  may  be  given  to  the  engine  in  case  324).  The  two  cylinders  of  a  set  are  of  different 
of  need  on  steep  grades  or  at  the  end  of  the  trip,  diameters  and  are  cast  in  one  piece.  The  air  is  ad- 


STREET  RAILWAYS. 


Fig.  325. — Connelly  Gas  Motor. 

portion  of  expansion  is  about  six  volumes.  The 
cylinders  have  outside  connections  and  the  two 
pairs  of  wheels  are  coupled,  The  machinery  is 


and  a  half  miles  without  recharging  ;  on  grades 
nine  miles.  Stations  are  provided  for  compress¬ 
ing  the  air,  and  in  the  operation  of  charging  the 


Fig.  323A. 


boxing.  The  car,  it  is 
on  easy  track  of  twelve 


mitted  to  both  cylinders  in  succession  by  the  means  protected  by  sheet  iron 
of  the  same  compound  slide  valve.  The  total  pro-  claimed,  will  make  a  run 


STEAM,  AIR  AND  GAS  MOTORS. 


'77 


cars  are  brought  opposite  the  station  reservoirs, 
and  the  air  and  the  steam  which  heats  the  water 
are  led  by  pipes  to  the  corresponding  tanks  on 
the  car.  The  duration  of  charging  is  about  fifteen 
minutes. 

It  is  claimed  for  this  system  that  about  forty  per 
cent,  of  the  initial  power  is  utilized  for  moving  the 
car.  The  car  makes 
a  daily  run  of  sixty 
miles  at  a  total  cost, 
including  wages 
and  repairs,  of  $6.50 
per  day,  or  ten  to 
eleven  cents  per 
mile 

Referring  to  the 
phenomena  of  tem¬ 
perature  in  relation 
to  compressed  air;  if 
air  be  subject  to 
compression,  so  that 
the  pressure  be 
doubled,  trebled, 
etc., or  so  that,  taking 
the  initial  pressure 
at  62  degs.,  as  1,  the 
relative  pressures  as 
1,  2,  3,  4,  5.  10,  the 
final  temperatures 
are  128  degs.,  158 
degs.,  258  degs.,  321 
degs.,  373  degs.,  559 
degs.  It  will  be  seen 
that  air  cannot  be  Dg.  326. — Connelly  Gas 

employed  at  these  high  temperatures. 

Again,  when  the  initial  temperature  is  62  degs. 
for  ratios  of  “adiabatic'  expansion,  2,  3,  4,  5,  10, 
the  final  temperatures  are  — 33  degs.  — 81  degs. 
— hi  degs  — 133  degs  — 193  degs.  So  that  it  is 
clearly  impracticable  to  work  a  compressed  air 
engine  in  such  low  temperatures. 

GAS  MOTORS 

have  been  brought  out  from  time  to  time,  and 
may  be  divided  into  three  general  types.  Those  that 
are  operated  by  the  expansion  of  gases  generated 


by  chemical  action,  those  operated  by  steam  gen¬ 
erated  by  the  heat  of  chemical  action,  and  others 
burning  naphtha  gas  manufactured  on  the  car. 

Experimental  cars  of  the  first  type  have  a  reser¬ 
voir  of  hot  water  placed  on  the  roof  of  the  car  or  in 
other  positions,  having  an  interior  reservoir  con¬ 
taining  liquid  ammoniacal  gas,  produced  by  heating 

sal  ammoniac  in  the 
presence  of  hydrate 
of  lime.  The  gas, 
being  disengaged 
under  the  influence 
of  the  heat  of  the 
surrounding  water, 
is  passed  to  the 
cylinders  which  may 
be  placed  vertically 
at  the  end  of  the 
car,  and  connected 
to  a  crank  shaft  be¬ 
low.  from  which  a 
link  chain  connects 
with  a  pulley  on  the 
axle  of  the  car. 

The  exhaust  is  led 
into  the  reservoir  of 
water,  where  it  is 
condensed,  impart¬ 
ing  its  heat  to  the 
water.  This  process 
o  f  expansion  and 
condensation,  may 
be  continued  until 
Motor  and  Car  Combined.  the  pressure  of  the 

gas  in  the  interior  reservoir  becomes  insufficient 
for  keeping  the  piston  in  motion. 

When  the  water  becomes  saturated  with  gas  it 
may  be  replaced,  and  the  absorbed  gas  can  be  ex¬ 
tracted  from  the  first  charge  for  further  use.  No 
satisfactory  results  are  reported. 

The  second  class,  or  soda  motors,  have  not  vet 
become  a  commercial  success. 

Figs.  325  and  326  illustrate  a  promising  motor  of 
the  third  class,  from  which  good  results  have  been 
obtained.  The  fuel  or  expansion  agent  is  naphtha 


178 


STREET  RAILWAYS 


gas,  manufactured  on  the  car.  A  cylindrical  tank 
enclosing  a  second  tank  is  located  in  any  conven 
ient  position,  shown,  in  the  figure,  under  the  hood. 
The  inner  tank  contains  naphtha  and  an  absorbent 
material.  The  space  between  the  shells  is  filled 
with  water,  which  is  connected  by  pipes  with  the 
water  jacket  of  the  gas  engine,  of  which  there  are 
two  cylinders,  and  is  heated  by  the  radiation  from 
the  cylinders.  Air,  being  drawn  through  the  inner 
tank,  is  thoroughly  carbonated  and  passes  to  the 
cylinders,  where  it  is  compressed  and  exploded  by 
an  electric  spark  generated  by  a  small  dynamo  at¬ 
tached  to  the  machine,  as  shown  in  the  figure. 

The  pistons  are  attached  to  the  crank  shaft  at 
different  angles.  A  flywheel  is  provided  (Fig.  326), 
having  on  its  overhanging  face  a  metal  disc.  A 
friction  pulley  twelve  inches  in  diameter,  supported 
on  a  vertical  shaft,  engages  with  the  face  of  the 


disc,  and  may  be  moved  up  or  down  on  its  shaft  by 
means  of  two  screw  rods  shown  in  the  figure.  The 
engine  being  started,  runs  continually,  and  the 
speed  and  direction  of  the  car  are  controlled  by  an 
ingenious  arrangement  of  levers  which  move  the 
friction  pulley  to  or  from  or  below  the  centre  of  the 
disc.  In  starting,  rounding  short  curves  or  ascend¬ 
ing  steep  grades,  the  contact  may  be  maintained 
near  the  centre,  thus  securing  sufficient  power  for 
all  purposes  with  an  eight  H.  P.  engine  only.  The 
vertical  shaft  transmits  power  to  an  intermediate 
shaft  by  means  of  beveled  gear,  and  the  interme¬ 
diate  is  connected  by  a  sprocket  chain  with  the 
axle. 

The  engine  may  be  mounted  as  an  independent 
motor  (Fig.  325),  or  a  combined  car  be  used.  The 
engine  emits  little  or  no  smoke  or  odor,  and  is  op¬ 
erated  with  a  very  small  outlay  for  fuel. 


CHAPTER  V. 


INCLINED 

Inclined  planes  or,  more  properly,  incline  rail¬ 
roads,  have  a  very  early  history,  and  were  origi¬ 
nally  designed  for  transporting  passengers,  freight 
and  coal  for  short  distances  upon  grades  too  steep 
to  be  surmounted  by  the  ordinary  methods  of  trac¬ 
tion,  and  are  practical  upon  grades  having  a  rise  of 
from  fifteen  to  seventy-five  feet  in  ioo.  The  most 
important  inclines  and  the  most  numerous,  in  this 
country,  are  located  at  Pittsburgh,  Pa.,  and  Cin¬ 
cinnati,  O.,  while  isolated  plants  are  to  be  found 
in  different  localities. 

The  T  type  of  rail  is  usually  employed,  and  the 
rails  are  laid  on  ties  resting  directly  on  the  surface 
of  the  ground  or,  where  the  grade  is  not  suit¬ 
able,  upon  viaducts 
constructed  of  wood, 
masonry  or  iron.  In¬ 
clines  are  usually 
built  in  straight  lines 
with  double  track 
having  a  gauge  of 
from  five  to  ten  feet, 

but  are  sometimes  operated  around  curves  hav¬ 
ing  a  long  radius  on  which  horizontal  pulleys 
about  three  feet  in  diameter  are  employed  for  de¬ 
flecting  the  rope.  These  roads  are  also  constructed 
with  three  rails  having  a  turnout  midway  between 
terminals,  and  a  very  few  foreign  lines  have  two 
rails  with  turnouts,  while  in  one  instance,  that  of  the 
Mount  Vesuvius  incline,  a  single  rail  is  employed, 
and  the  car  runs  on  a  centre  wheel  with  two  angle 
wheels  (Fig.  327).  Viaducts  for  inclines  are  most 
commonly  constructed  of  steel,  the  plate  type  of 
girder  being  generally  employed  for  short  spans, 
while  the  spans  range  from  thirty  to  120  ft. 

The  general  features  of  an  ordinary  incline  are 
illustrated  in  Fig.  328,  in  which  it  will  be  seen  that 


PLANES. 

two  cars  of  peculiar  shape  are  operated  and  so  ar¬ 
ranged  that  one  ascends  while  the  other  descends, 
the  speed  being,  usually,  about  600  ft.  per  minute. 
The  cars  are  moved,  ordinarily,  by  being  perma¬ 
nently  attached  to  the  terminals  of  strong  wire  ropes 
from  one  to  two  inches  in  diameter,  of  which  there 
are  generally  two,  one  being  employed  as  the  naul 

ing  rope,  and  moved 
by  being  coiled  upon 
large  drums  located 
at  the  head  of  the  in¬ 
cline,  to  which  the 
power  is  applied;  the 
other,  known  as  the 
safety  rope,  which 
passes  over  a  sheave 
at  the  top,  and  serves 
to  balance  the  cars 
and  to  stop  them, 
the  speed  being  regu¬ 
lated  by  a  band  brake 
on  the  safety  sheave. 
On  very  heavy  lines  two  hauling  ropes5 are  employed. 

The  power  equipment  of  an  incline  is  usually 
located  beneath  the  floor  of  the  station  at  the  up¬ 
per  landing,  on  a  direct  line  with  the  track,  and  the 
ropes  are  led  in  from  the  tracks  to  the  drums  over 
large  pulleys  (Figs.  329  and  330).  In  case  the  real 
estate  at  the  head  ot  the  incline  is  too  expensive, 
the  hoisting  machinery  may  be  located  on  the  side 
of  the  plane,  in  which  case  guide  pulleys  are  pro¬ 
vided  to  lead  the  ropes  into  position.  In  some  in¬ 
stances,  in  place  of  wire  ropes,  the  cars  are  hauled 
by  means  of  flat,  thin,  steel  strips,  from  three  to  six 
inches  wide,  welded  or  riveted  into  a  continuous 
belt,  which  is  moved  by  being  coiled  upon  the 
winding  drums  like  a  spool  of  ribbon.  The  life  of 


Fig.  327. — Single  Rail  Incline. 


i8o 


STREET  RAILWAYS. 


wire  ropes  on  inclined  planes  is,  usually,  from  two  to 
five  years,  depending  upon  the  amount  of  traffic. 

The  winding  drums  are  from  eight  to  eighteen 
feet  in  diameter,  with  a  width  depending  upon  the 
length  of  rope  to  be  coiled.  They  are,  usually,  of 
cast  iron  having  a  wood  lagged  surface,  but  are 
sometimes  provided  with  a  metal  surface  having 
spiral  grooves  in  which  the  rope  rests.  In  some 
cases  a  sliding  guide  is  provided  to  lead  the  differ¬ 
ent  wraps  into  position,  so  as  to  prevent  the  incom- 


driving  the  winding  drums  of  an  incline;  or,  two 
engines  may  be  employed,  which  should  be  attach¬ 
ed  to  the  same  crank  shaft  at  different  angles,  from 
which  the  power  is  transmitted  to  the  drums  by 
means  of  pinion  and  gear.  The  ropes  are  usually 
supported  in  the  bed  of  the  track  by  carrying  pul¬ 
leys  made  either  of  wood  or  iron.  Pulleys  made 
of  the  latter  material  are  the  most  durable  and  do 
not  wear  the  rope  to  any  great  extent. 

The  position  of  the  operating  engineer  for  an  in- 


Fig.  328.— Penn  Incline. 


ing  rope  from  chafing  against  the  neighboring 
wrap.  The  hauling  ropes  may  be  attached  to  the 
opposite  sides  and  ends  of  a  single  wide  drum,  so 
that  as  one  rope  unwinds  the  other  will  wind  on  in 
the  same  grooves;  or,  separate  drums  may  be  pro¬ 
vided  for  each  rope,  (Fig.  330).  In  some  instances, 
where  the  line  is  an  unusually  long  one,  the  rope  is 
driven  by  a  pair  of  winding  drums  in  about  the 
same  manner  in  which  the  rope  on  a  cable  street 
car  line  is  moved  (Fig.  331). 

Double,  reversible  engines  are  best  suited  for 


cline  road  is,  usually,  in  a  cab  located  at  the  head 
of  the  incline,  with  sufficient  elevation  to  overlook 
the  entire  line  (Figs.  329  and  330),  where,  by  means 
of  levers  attached  to  the  throttle  valves  and  brake 
appliances  he  controls  the  movements  of  the  cars. 
In  a  few  instances,  however,  where  it  is  necessary 
to  operate  the  incline  with  great  economy,  one  man 
only  is  employed,  who  acts  both  as  engineer  and 
conductor,  in  which  case  the  operator  is  provided 
with  a  cab  on  one  of  the  cars  and  controls  the 
engines  from  the  car  by  means  of  a  still,  endless 


INCLINED  PLANES. 


1 8 1 


manilla  rope  laid  along  the  bed  of  the  track  which 
wraps  a  small  sheave  that  is  connected  with  the 
throttle  valve  in  the  engine  room  at  the  head  of 
the  incline,  and  also  passes  around  a  loose  sheave 
at  the  foot.  A  loop  from  one  arm  of  the  manilla 
rope  is  brought  up  into  the  car  between  two  guide 
sheaves  located  near  the  surface  and  over  a  sheave 
on  the  side  of  the  cab  near  the  roof.  As  the  car 
moves  up  and  down  the  rope  passes  over  the  loose 


the  track  can  be  built  directly  upon  the  surface 
(Fig.  332),  the  cost  of  construction  will  be  much  less 
than  where  the  surface  is  irregular  and  it  becomes 
necessary  to  provide  viaducts. 

In  order  to  give  a  general  idea  of  the  cost,  the 
following  particulars  are  given  descriptive  of  lines 
in  actual  operation. 

No.  1.  Duquesne  Incline,  Pittsburgh.  The  total 
length  of  this  is  780  ft.,  the  grade  fifty-eight  and 


Fig.  329. — Transporting  Electric  Car — Mt.  Adams  &  Eden  Park  Incline,  Cincinnati. 


sheave,  the  friction  not  being  sufficient  to  impart 
any  lateral  motion  to  the  rope.  The  operator,  how¬ 
ever,  by  grasping  either  arm  of  the  rope  can  cause 
it  to  move  sufficiently  in  either  direction  to  operate 
the  throttle  valve.  In  case  this  method  of  opera¬ 
tion  is  adopted,  one  of  the  cars  is  run  simply  as  an 
idler  to  balance  the  weight,  and  passengers  are  al¬ 
lowed  only  on  one  car. 

The  cost  of  constructing  inclines  depends  largely 
upon  the  character  of  the  surface  over  which  it  is 
to  pass.  In  case  the  hill  is  a  regular  slope,  so  that 


a  half  per  cent.,  and  the  total  rise  400  ft.  The 
lower  portion  of  the  bluff  being  very  abrupt,  and 
it  being  found  necessary  to  cross  the  lines  of  a  steam 
road  at  the  foot  of  the  bluff,  the  lower  300  ft.  was 
built  of  five  foot,  riveted  girders  in  spans  of  sixty 
feet,  the  remaining  portion  being  constructed  of 
twenty-four  inch,  riveted  girders  of  thirty  feet  span. 
The  gauge  is  five  feet,  and  the  track  is  laid  with 
forty-five  pound  steel  T  rails.  The  hoisting  and 
safety  ropes  are  each  one  and  one-quarter  inches  in 
diameter.  The  power  equipment  consists  of  a  pair 


i8a 


STREET  RAILWAYS 


of  14  X  25  ins.  engines,  and  the  ropes  are  driven 
by  a  single  cast  iron  drum  having  a  grooved  sur¬ 
face,  with  the  ropes  so  attached  that  they  wind  on 
and  off  alternately.  The  cars,  which  are  designed 


for  passengers  only,  have  a  capacity  of  carrying 
forty  persons  at  a  single  trip.  The  entire  cost 
of  this  plant  was  about  $55,000. 

No.  2.  St.  Clair  Incline,  Pittsburgh.  The  tracks 


Fig.  330. — Power  Station — Penn  Incline. 


INCLINED  PLANES. 


i83 


are  laid  on  the  surface  to  the  summit  of  the  bluff, 
the  entire  distance  being  2,060  ft.,  with  a  rise  of 
361  ft.  The  plane  is  not  uniform,  but  the  grades 
do  not  vary  so  much  but  that  the  weight  of  the 
ropes  keeps  them  in  position  This  incline  is  used 
for  transporting  both 
freight  and  passengers, 
and  the  ropes  are  one 
and  three  -  quarters  in¬ 
ches  in  diameter.  The 
gauge  is  seven  feet,  and 
forty-five  pound  steel  T 
rails,  spiked  to  white 
oak  ties,  are  employed. 

The  lifting  capacity  of 
the  incline  is  twenty- 
five  tons  per  car.  The 
power  equipment  con¬ 
sists  of  a  pair  of  14  X 
36  ins.  engines  which 
operate  the  drums  by 
means  of  an  intermedi¬ 
ate  counter  shaft  and 
gear.  The  single  hoist¬ 
ing  drum  is  sixteen  feet 
in  diameter,  of  cast  iron, 
with  grooves.  This  in¬ 
cline  was  built  for  about 
$60,000. 

No.  3.  Penn  Incline, 
illustrated  in  Fig.  328,  is 
one  of  the  most  heavily 
built  and  expensive  lines 
ever  constructed,  and 
was  designed  with  suf¬ 
ficient  capacity  to  haul 
twenty  tons  of  coal  at  a 
single  load.  The  total  length  is  840  ft.  and  the  total 
rise  330  ft.  the  average  angle  being  twenty-three  de¬ 
grees.  The  road  bed  is  carried  the  entire  length 
on  heavy  riveted  plate  girders  five  feet  in  depth. 
The  lower  section  consists  of  a  single  span  of  232 
ft.,  the  second  section  of  another  span  of  120  ft., 
while  the  remaining  portion  of  the  structure  is  in 
sixty  foot  spans.  The  rails  are  sixty  pound  T, 


spiked  to  10  X  12  ins  white  oak  ties,  and  the 
gauge  is  ten  feet.  The  power  equipment  consists 
of  a  pair  of  24  X  36  ins.  engines,  and  the  drums 
are  of  cast  iron  eighteen  feet  in  diameter,  with 
grooves  for  the  ropes.  The  car  platforms  are  16 

X  38  ft.  and  the  truck 
is  made  of  channel  iron. 
Two  hoisting  ropes  are 
employed,  each  two  and 
a  quarter  inches  in  di¬ 
ameter.  The  carrying 
pulleys  are  ten  inches  in 
diameter,  of  cast  iron, 
with  groove.  Over  750 
tons  of  iron  were  used 
in  the  truss  construc¬ 
tion,  and  the  entire  cost, 
including  the  power 
equipment,  was $320,000. 

No.  4.  Knoxville  In¬ 
cline,  Pittsburgh,  illus¬ 
trated  in  Fig.  333,  has  a 
total  length  of  2,640  ft. 
and  a  rise  of  375  ft. 
The  lower  section,  for  a 
distance  of  980  ft.,  is 
built  of  iron  work  in 
spans  of  from  twenty  to 
seventy  feet,  the  plate 
girders  being  from 
twenty  -  four  to  thirty- 
six  inches  deep.  The  re¬ 
maining  portion  is  built 
on  the  surface.  At  about 
1,000  ft.  from  the  bottom 
the  track  makes  an 
eighteen  degree  curve 
for  the  distance  of  350  ft.  The  ropes  are  de¬ 
flected  around  the  curve  by  thirty  inch  horizontal 
pulleys.  The  gauge  is  nine  feet,  and  sixty  pound 
steel  T  rails  are  employed.  The  power  equipment 
consists  of  a  pair  of  18  X  36  ins.  engines  which 
are  connected  to  the  shaft  of  the  drum  by  a  pinion 
and  spur  gearing.  Two  drums  are  employed,  one 
twelve  and  one  half  feet  in  diameter,  and  the  other 


Fig.  332.— Inclined  Plane — Johnstown,  Pa. 


184 


STREET  RAILWAYS. 


a  trifle  larger  in  order  to  compensate  for  the 
additional  length  of  rope  required  for  the  outward 
track  of  the  curve.  The  hoisting  and  safety  ropes 
are  one  and  three-quarters  inches  in  diameter.  The 
cars  are  16X47  and  are  designed  to  carry  fifty 
tons.  The  cost  of  this  incline  with  equipment  was 
about  $190,000 

Safety  devices  are  the  most  important  appliances 
connected  with  the  operation  of  the  inclines.  To 
guard  against  the  possibility  of  an  accident,  the  fol¬ 
lowing  devices  or  their  equivalent  are  recommend¬ 


ed.  Duplicate  throttle  valves  should  be  provided, 
or,  in  place  of  one,  a  butterfly  valve  in  the 
steam  pipe  may  be  substituted.  This  should  be 
operated  by  a  separate  lever  or  cord  extending  to 
the  cab  in  convenient  position  to  be  readily  reached 
by  the  engineer.  The  butterfly  valve  should  also 
be  arranged  to  close  with  a  spring  or  weight,  and  it 
should  be  connected  with  the  brake  device  so  as  to 
operate  in  unison  with  it.  This  precaution  is 
necessary  from  the  fact  that  accidents  on  inclines 
have  occurred  from  the  inability  of  the  engineer  to 
stop  the  engines  when  the  cars  had  reached  the 
terminals,  owing,  in  one  case,  to  a  small  bit  of 
metal  becoming  lodged  in  the  valve  seat.  In  this 
case  the  ropes  were  torn  from  the  car,  which  allowed 


it  to  descend  with  fatal  results.  On  some  lines  a  lever 
mechanism  is  provided,  by  means  of  which  the  car 
as  it  approaches  the  upper  landing  closes  the  throt¬ 
tle  and  sets  the  brakes.  This  device  is  provided  in 
case  the  operator  should  suddenly  become  incapac¬ 
itated  from  sickness  or  any  other  cause.  Another 
means  of  providing  against  the  possibility  of  the 
operator  failing  to  perform  his  duty  consists  of 
an  attachment  to  the  throttle  lever  latch  which 
closes  the  steam  valve  in  case  the  operator  should 
release  his  hold  of  the  latch.  Band  brakes  operated 


by  a  foot  lever  should  be  applied  to  the  safety 
sheaves  sufficiently  powerful  to  stall  the  engine. 
Pneumatic  brakes  should  also  be  provided  to  sup¬ 
plement  the  lever  brake.  The  hauling  and  safety 
ropes  are  usually  attached  to  separate  cross  beams 
on  the  truck  so  that  in  case  one  beam  should 
be  torn  out,  the  car  would  be  held  with  the  other. 
In  the  bed  of  the  track,  or  at  the  sides  of  the 
track  near  the  landing,  heavy  automatic  latches 
or  hooks  should  be  arranged  which  will  close 
over  a  cross  beam  of  the  truck  as  soon  as  a  car 
reaches  the  top  landing,  so  that  the  car  will  be 
safely  held  should  all  the  ropes  be  removed. 
Electric  signals  and  telephones  are  important  ap¬ 
pliances  which  will  enable  the  operator  in  the  cab 


Fig.  333.— Knoxville  Incline— Pittsburgh,  Pa. 


INCLINED  PLANES. 


*85 


to  communicate  with  the  guard  at  the  foot  of  the 
incline  and  by  means  of  which  warning  signals  for 
starting  may  be  given.  It  is  the  usual  practice  to 
give  three  separate  signals  before  the  cars  are  set 
in  motion.  Good  practice  requires  that  a  careful 
inspection  of  the  entire  line  be  made  each  morning 
by  the  chief  engineer  before  the  line  is  started  up 


surface  and  partly  upon  a  viaduct.  In  this  case 
there  is  also  provided  a  way  station  at  which  the 
cars  stop. 

Fig.  335  is  an  elevation  of  the  power  station  and 


Fig.  334. 


Stri*1 

for  the  day.  And  the  first  trip  each  morning 
should  be  a  trial  trip  with  empty  cars  to  make  sure 
that  everything  is  in  working  order.  It  is  a  rule  on 
some  lines  to  require  that  the  chief  engineer  operate 
the  cars  for  an  hour  or  two  each  morning  to  make 
sure  that  all  the  appliances  are  working  in  a  proper 


the  car  at  the  upper  landing  of  the  same  line,  and 
Fig  336  is  a  longitudinal  section  of  the  car  pit  at 
the  foot  of  the  incline. 

The  cars  for  inclines,  it  will  be  noted  from  the 
illustrations,  are  usually  supported  on  eight  wheel, 
triangular  shaped  trucks,  which  are  built  of  wood 
or  of  channel  iron,  the  triangular  form  of  the  car 
being  necessary  to  maintain  the  platform  as  near  a 
level  position  as  possible,  so  that  it  may  be  readily 


manner.  To  avoid  heavy  bumping  at  the  lower 
landing  the  cars  should  be  provided  with  spring  or 
pneumatic  bumpers,  preferably  the  latter,  which 
should  have  a  stroke  of  about  sixteen  inches.  The 
cars  should  also  be  provided  with  powerful  head¬ 
lights,  and  there  should  be  lights  at  the  head  and 
at  the  foot  of  the  incline. 

Fig.  334  illustrates  a  section  and  the  terminus  of 
a  long  incline  which  is  constructed  partly  upon  the 


boarded  at  the  landings.  In  some  cases,  where 
freight  and  passengers  are  both  transported,  the 
passenger  apartment  is  arranged  in  the  truck  be¬ 
neath  the  main  platform,  and  in  others  to  one  side 
of  the  platform,  as  in  Fig.  328. 

Cars  for  inclines  are  usually  from  twenty  to 
thirty  feet  in  length,  and  from  twelve  to  sixteen 
feet  wide,  and  weigh  from  fifteen  to  twenty  tons. 
They  may  be  roofed  or  open,  and  are  usually  pro 


STREET  RAILWAYS. 


186 

vided  with  strong  iron  railings  with  gates  at  the 
ends  to  prevent  the  possibility  of  wagons  being 
crowded  off  the  platform  should  the  teams  become 


Fig.  336. 


restless  or  unmanageable.  On  lines  where  electric 
street  cars  are  transported,  it  is  common  to  pro¬ 
vide  an  adjustable  bumper,  which  can  be  swung 
into  position  when  the  car  is  loading,  to  guard 
against  the  danger  of  its  running  off  the  platform 
in  case  the  brakes  should  not  act  properly  (Fig. 
337).  This  bumper  maybe  arranged  to  drop  down 
beneath  the  platform  when  the  car  is  to  leave  the 
incline.  The  platform  of  the  incline  car  should 
also  be  provided  with  chains  and  blocks  for  locking 
the  wheels  of  loaded. vehicles  in  position. 

Figs.  330  and  331  show  the  arrangement  of  the  en¬ 
gine  and  machinery  of  a  plant  which  is  designed  for 
operating  a  very  long  line,  in  which  the  rope  is 
driven  by  making  a  number  of  wraps  on  a  pair 
of  winding  drums  in  about  the  same  manner  as 
for  a  cable  line.  The  boiler  room  for  this  plant  is 
located  to  the  right,  but  is  not  shown  in  the  engrav¬ 
ing.  In  this  particular  plant  the  safety  rope  is  led 
over  four  sheaves,  two  of  which  are  provided  with 
band  brakes,  as  shown  in  the  illustration,  and  by 
means  of  which  the  speed  of  the  hauling  rope  can 
be  quickly  checked.  A  hydraulic  tension  device  is 
connected  with  this  plant,  as  shown,  which  is  em¬ 
ployed  for  more  readily  adjusting  the  hauling 
rope.  By  means  of  a  small  force  pump  the  tension 
sheaves  are  forced  forward  and  the  slack  of  the 
hauling  rope  is  taken  up.  This  is  an  important 
matter,  from  the  fact  that  the  cars  must  always 
land  within  an  inch  of  the  bumpers  at  either  end 
of  the  plane,  and  as  the  length  of  the  rope  varies 
with  the  temperature,  and  is  gradually  elongated 
from  wear,  the  adjusting  mechanism  is  necessary. 
The  same  end  may  be  accomplished  by  means  of 


weighted  sheaves,  but  these  are  not  so  prompt  in 
their  action  as  the  hydraulic  device.  The  slack  in 
the  safety  rope  may  be  taken  up  by  means  of  an 
adjustable  attachment  to  the  cars. 

In  some  localities,  mostly  in  foreign  countries, 
however,  where  there  is  an  abundant  supply  of 
water,  inclines  are  operated,  not  by  steam  power 
but  by  the  weight  of  stored  water.  The  cars  being 
provided  with  suitable  tanks,  a  load  of  water  is 
taken  on  to  the  car  at  the  head  of  the  incline,  which 
causes  it  to  descend  with  sufficient  force  to  haul  the 
other  car  up  the  grade.  On  reaching  the  bottom 
the  water  is  discharged  from  the  first  tank  while 
the  one  at  the  top  is  again  filled.  By  alternately 


Fig.  337. — Electric  Car  Entering  Incline  Platform — 
Cincinnati  Inclined  Plane. 

filling  and  discharging  the  tanks  the  cars  are  kepi 
in  operation.  In  case  the  building  of  an  incline 
is  contemplated,  parties  interested  can  learn  full 
particulars  by  addressing  the  local  engineers  in  the 
localities  where  such  lines  are  in  operation. 


CHAPTER  VI. 


i 

RACK  RAIIv  INCLINES. 


Rack  rail  inclines  are  admirably  adapted  for 
transit  over  steep  grades  where  the  line  is  too  long 
to  be  operated  by  the  ordinary  incline  system.  It 


Fig.  338. — Rack  Rail. 


may  be  interesting  to  note  that  almost  the  first 
locomotives  built  were  designed  to  operate  on  the 
rack  system,  and  that  as  early  as  1S12  a  line  for 
transporting  coal  was  opened  in  England,  and  was 
operated  by  rack  and  pinion  for  twenty  years,  and 
in  1847  a  bold  attempt  was  made  in  this  country  to 
adapt  the  rack  and  pinion  to  the  requirements  of 
a  regular  railway  line,  and  from  that  time  to  this 
the  problem  of  how  to  climb  long,  steep  inclines 
on  railways  has  taxed  the  inventive  genius  of  many 
clever  engineers. 

Among  the  early  devices  for  climbing  steep 
grades  was  a  plan  for  equipping  the  regular  loco¬ 
motive  with  a  pair  of  horizontal  friction  rollers 
arranged  to  press  against  a  smooth  centre  rail  and 
operated  by  a  special  set  of  cylinders;  but  in  the 
system  which  first  gained  prominence  in  this  coun¬ 
try  the  rack  took  the  form  of  a  narrow  ladder, 
having  angle  iron  sides  and  bar  iron  rounds  one  and 
one  half  inches  in  diameter,  and  placed  four  inches 
apart,  which  answer  for  teeth  or  cogs  (Fig.  338). 
One  of  the  most  important  lines  constructed  after 
this  plan  is  that  on  the  slope  of  Mount  Washing¬ 
ton  in  New  Hampshire  (Figs.  339  and  340).  This 
line  is  about  three  miles  in  length,  with  grades  rang¬ 


ing  from  ten  to  thirty-seven  and  a  half  per  cent., 
the  average  being  twenty-five  per  cent.  The  rack 
and  track  rails  are  spiked  to  wooden  ties  which  are 
securely  anchored  by  straps  and  bolts  to  the  solid 
rock  formation.  The  low  places  are  spanned  by 
substantial  trestle  work. 

Although  the  ladder  rack  rail  system  has  come 
into  quite  extended  use  it  has  serious  inherent 
defects  which  incapacitate  it  for  high  speeds.  The 
prime  requisite  for  a  smooth  and  quiet  motion  in 
all  gearing  is  uniformity  of  pitch,  especially  at  high 
speeds,  and  it  is  almost  impossible  to  manufacture 


Fig.  339.— Mount  Washington  Rack  Railway. 


a  long  ladder  rack  without  introducing  elements 
of  error.  Again,  the  diameter  of  the  pinion,  to 
secure  proper  contact  with  the  teeth, is  so  large 


1 88 


STREET  RAILWAYS. 


that  the  power  from  the  steam  cylinder  has  to  be 
transmitted  to  it  by  multiple  gearing. 

On  account  of  the  defects  enumerated  above  and 


keep  the  bars  laterally  distant  from  each  other,  and 
also  to  secure  the  rack  to  the  ties  of  the  roadbed.  At 
intervals,  depending  up¬ 
on  the  grades,  anchor¬ 
ages  are  made  by  straps 
of  iron  fastened  to  the 
ties  and  carried  up  grade 
and  fastened  to  eye 
bolts  set  in  solid  rock, 
or  in  blocks  of  masonry. 

The  various  bars  of 
which  the  rack  rail  is 

composed  are  laid  with  Fig.  342.— Pinion— Rack 

,  ,  .  .  .  ,  Rail  Locomotive. 

broken  joints  and  the 

teeth  are  staggered,  or  in  the  form  of  steps  which 
enable  the  simultaneous  contact  of  several  teeth  of 
the  pinion  with  different  bars  of  the  rack  rail,  thus 


Fig.  344. — Rack  Rail — Curve  Construction. 


others,  the  tendency  of  modern  practice  has  been 
to  abandon  the  ladder  type  and  adopt  a  rack 
which  is  essentially  built  up  of  two.  or  more  in¬ 
dividual  racks  placed 
side  by  side.  This 
particular  construc¬ 
tion  is  known  as  the 
Abt  system  and  is 
employed  to  a  con¬ 
siderable  extent  on 
lines  in  Switzerland 
and  Germany  and  on 
a  few  lines  in  this 
country.  The  ele¬ 
mentary  rack  (Fig. 

341)  is  a  flat  bar  of  given  length,  provided  with  teeth. 
These  bars  are  connected  together  by  steel  chairs, 
which  are  placed  at  regular  intervals,  and  serve  to 


giving  a  contact  and  smoothness  of  motion  that  it  is 
difficult  to  obtain  with  the  ladder  type,  and  offers 
increased  security  against  the  fracture  of  a  tooth. 


The  pinion  (Fig.  342)  is  constructed  of  as  many 
separate  disks  as  there  are  separate  bars  in  the 
rack  rail,  and  the  disks  are  shifted  against  each 


CJA<EK  Bata 


RACK  RAIL  INCLINES. 


189 


Fig.  345. — Locomotive  and 

The  locomotives  designed  for  rack  traction  on 
this  particular  system  are  equipped  with  three 
driving  pinions  set  in  advance  of  each  other  (Fig. 


Car — Ptkf.’s  Peak  Rack  Railway. 

miles  in  length,  with  grades  as  high  as  twenty-five 
per  cent.  One  engine  will  push  two  cars,  weigh¬ 
ing  42,000  lbs.  loaded.  The  average  speed  is  five 


other  according  to  the  stepping  of  the  teeth  in  the 
bars,  and  are  held  in  elastic  connection  with  the 
shaft  by  means 
of  inserted 
springs.  By 
this  arrange¬ 
ment  the  dif¬ 
ferent  disks 
h  a  ve  a  small, 
limited,  rela¬ 
tive  motion  to 
each  other,  so 
that  an  abso¬ 
lutely  perfect 
automatic  con¬ 
tact  of  the 
teeth  of  the 
pinion  with 
those  of  the 
rack  is  estab¬ 
lished,  and,  at  a  speed  as  high  as  sixteen  miles  an 
hour,  a  smooth  motion  is  obtained,  free  from  blows 
or  noise. 


343))  coupled  together.  These  pinions  are  about 
two  feet  in  diameter,  and  are  driven  from  a  drum 

by  means  of  a 
walking  beam 
without  inter¬ 
mediate  gear¬ 
ing.  With  this 
system,  curves 
of  ordinary 
radius  are 
operated  with 
ease  (Fig.  344). 

As  a  means 
of  safety,  and 
for  other  rea¬ 
sons,  the  loco¬ 
motive  on  this 
class  of  roads 
is  placed  at 
the  rear  of  the 
train  and  pushes  it  ahead,  as  shown  in  Fig.  345, 
the  same  being  an  illustration  of  a  train  as¬ 
cending  Pike’s  Peak,  Colo.,  the  line  being  nine 


Fig.  343. — Rack  Rail  Locomotive — Abt  System. 


STREET  RAILWAYS. 


190 

miles  an  hour;  on  twenty-five  per  cent,  grades  it  is 
three  miles  per  hour,  and  on  eight  per  cent,  grades 
eight  miles.  The  car  seats  are  not  tilted,  but  are  so 
arranged  as  to  give  the  passengers  a  level  footing. 

The  braking  arrangements  on  locomotives  de¬ 
signed  for  this  class  of  roads  must  necessarily  be 
very  efficient.  Ordinary  brakes  are  applied  to  the 
adhesion  drivers  ;  then  there  are  brake  disks  on 
the  crank  shaft  of  the  pinion  mechanism,  by  means 
of  which  the  pinions  may  be  completely  locked  ; 
and  sometimes  there  is  an  auxiliary  loose  pinion 
with  the  brake  disks  on  the  trailing  axle  of  the 
locomotive.  The  braking  on  down  grades,  how¬ 
ever,  is  usually  done  by  means  of  the  steam  cylin¬ 
ders,  operated  as  air  compressors,  there  being 
special  provision  for  this  purpose,  or  by  separate 
air  cylinders  operated  from  one  of  the  axles. 

Sometimes  locomotives  are  constructed  on  a 
combined  system  of  rack  and  adhesion,  where 
there  is  a  succession  of  slight  and  steep  grades. 
These  have  separate  cylinders  for  the  driving  pin¬ 
ions  and  the  adhesion  drivers  which  are  used  alter¬ 
nately  as  the  grades  demand. 

On  lines  of  the  combined  system  it  is  important 
that  the  rack  rail  be  properly  entered  by  the 
pinion  without  slackening  the  speed  of  the  train. 
This  is  accomplished  by  laying  down  a  special 
entering  rack  rail.  This  entering  rail  (Fig.  346)  is 
about  ten  feet  in  length,  and  is  hinged  to  the  rack, 
and  its  other  free  end  rests  upon  strong  spiral 


springs.  The  teeth  towards  the  free  end  gradually 
diminish  in  height,  giving  that  end  a  wedge- 
shaped  appearance,  as  seen  in  the  figure.  As  the 
locomotive  passes  over  the  entering  rail  the  pinion 
is  turned  by  friction,  and  within  a  few  feet  a  true 
interlocking  of  the  teeth  is  secured,  when  steam  is 
admitted  to  the  extra  pair  of  cylinders  and  the 
machine  easily  climbs  the  grades.  This  system, 
which  combines  an  extensive  range  of  gradients 
with  safety  and  economy  of  operation,  will  doubt¬ 
less  prove  a  valuable  addition  to  modern  means 
of  transportation. 

Another  type  of  rack  rail  known  as  the  Agudio 
system  is  in  operation  near  Torino,  Italy.  In  this 
system  a  small  wire  rope,  driven  from  a  terminal 
station,  after  the  manner  of  cable  lines,  is  led  over 
two  sheaves  attached  to  the  side  of  the  motor  car, 
called  a  locomotor,  and  by  means  of  reduction  gear 
transmits  power  to  two  horizontal  cog  wheels, 
which  embrace  a  central  cog  or  rack  rail,  and  pro¬ 
pel  the  motor  with  sufficient  power  to  push  a  train 
of  several  cars,  on  a  grade  which  in  places  equals 
thirty-eight  per  cent.  The  cog  rail  in  this  case 
consists  of  a  steel  ribbon  bent  zig-zag  in  such  a 
manner  as  to  present  teeth  on  each  side.  This  is 
fastened  by  means  of  channel  bars  and  bolts  to  a 
central  beam.  The  motor  is  in  a  measure  inde¬ 
pendent  of  the  cable,  and  by  means  of  friction 
clutches  the  train  can  be  stopped  or  run  back¬ 
wards 


CHAPTER  VII. 


EIvEYATED  ROADS. 


In  order  to  secure  rapid  transit  for  large  cities  it 
is  necessary,  usually,  to  put  up  with  some  inconven¬ 
ience  and  many  prejudices.  A  practical  location 
must  be  allowed  so  that  the  road  can  be  built  at  a 
moderate  cost,  and  the  public  must  consent  to  such 
cheap  and  sound  plans  as  will  make  it  reasonably 
certain  that  the  enterprise  will  eventually  pay  a 
moderate  return  on  the  investment. 

There  are  those  who  advocate  the  building  and 
operating  of  the  rapid  transit  lines  by  the  munici¬ 
pal  authorities,  but,  as  this  is  opposed  to  the  spirit, 
of  our  institutions,  private  corporations  must  be 
allowed  to  undertake  the  work.  This,  however, 
should  be  done  under  the  direction  of  a  commis¬ 
sion  composed  of  the  soundest,  purest  and  most 
prudent  citizens,  aided  by  the  leading  officials  of 
the  city  and  the  engineers  of  the  various  city  de¬ 
partments. 

Rapid  transit  seeks  to  substitute  for  a  system  of 
surface  lines  operated  by  animal  or  mechanical 
power  a  cheaper  mode  of  transit,  in  connection 
with  which  speed  and  comfort  shall  be  greatly  in¬ 
creased.  Whether  such  a  road  will  pay  or  not  de¬ 
pends  upon  the  volume  of  business  and  the  amount 
of  capital  invested.  The  character  of  the  roads  des¬ 
ignated  as  rapid  transit  may  be  divided  into  three 
classes,  viz.,  underground,  depressed  and  elevated. 
Without  going  into  particulars,  it  is  generally  con¬ 
ceded  that  there  are  more  difficulties  in  the  way  of 
building  and  operating  the  two  former  and  more 
objections  to  them  than  to  the  last  named  system. 
Underground  and  depressed  roads  for  rapid  transit 
are  not  unlike  those  constructed  for  ordinary  steam 
traffic,  and,  as  they  are  not  likely  to  come  into  very 
general  use  in  this  country,  we  confine  our  attention 
to  elevated  structures,  as  involving  fewer  contingen¬ 
cies  than  other  systems,  and  because  the  cost  can  be 
estimated  beforehand  with  reasonable  accuracy. 


Many  objections  are  urged  against  elevated 
structures  because  they  are  unsightly,  noisy  and 
affect  the  value  of  abutting  property,  but,  the 
road  once  in  successful  operation,  its  appearance  is 
seldom  noticed,  the  noise  (which  is  not  a  necessary 
adjunct)  ceases  to  disturb,  the  increase  in  the  value 
of  suburban  property  more  than  balances  the  sup¬ 
posed  damage  to  property  along  the  line,  while  the 
increased  facilities  and  comforts  outnumber  the 
discomforts  An  elevated  line  may  be  built  on  ma¬ 
sonry,  on  such  portions  as  pass  through  blocks  or 
over  private  property  ;  but,  generally,  it  should  be 
an  iron  skeleton  structure,  and  should  be  made  as 
pleasing  in  appearance  as  possible,  by  tasteful  de¬ 
sign  and  appropriate  ornamentation.  There  should 
be  an  adaptation  of  means  to  ends,  but,  as  in  most 
engineering  works,  there  is  no  best  plan  to  be  ap¬ 
plied  everywhere  and  under  all  circumstances. 

Real  rapid  transit  on  long  lines  where  the  traffic 
is  heavy  ran  only  be  obtained  on  a  three  or  four 
track  road,  on  one  or  two  of  which  express  trains 
can  be  run  at  a  high  rate  of  speed  and  which  shall 
stop  only  at  long  intervals. 

In  wide  streets  there  are  two  possible  locations 
for  elevated  structures.  The  tracks  may  be  close 
together  over  the  centre  of  the  roadway  or  they 
may  be  independent,  one  on  each  side  of  the  street. 
The  requirement  that  the  posts  for  centre  lines 
shall  be  located  along  the  line  of  the  curb  involves 
the  construction  of  a  double  set  of  girders,  one 
along  the  street  to  carry  the  tracks  and  the  other 
across  the  street  to  support  the  first  set.  This  con¬ 
struction  is  much  more  expensive,  depending  upon 
the  width  of  the  street. 

The  span  members  of  an  elevated  structure  are 
usually  of  a  uniform  pattern  throughout,  but  speci¬ 
ally  designed  members  are  sometimes  necessary. 
The  expense  will  vary  according  to  the  designs 


192 


STREET  RAILWAYS. 


adopted.  The  plate  girder  construction  is  prefer¬ 
able  for  all  spans  under  sixty  feet,  but  for  spans 
over  sixty  feet,  up  to  one  hundred,  the  lattice  type 
of  girder  is  usually  employed,  while  the  pin  type 
is  employed  when  the  spans  are  above  one  hundred 
feet. 

The  successive  steps  in  the  construction  of  an 
elevated  structure  are  about  as  follows  : 


Fig.  347. — Street  Pier. 


Preliminary  survey,  location  of  foundation  piers, 
construction  of  foundations,  erection  of  the  iron 
structure,  track  structure  and  track  laying  and 
painting. 

The  survey  should  be  made  with  the  greatest 
care  ;  and  notwithstanding  the  difficulties  of  doing 
this  in  crowded  business  streets,  the  requirements 
have  in  some  cases  been  made  that  no  errors  greater 
than  one  inch  in  1,000  ft.  of  horizontal  measurement, 
and  .005  ft.  per  one  foot  in  elevation  be  allowed. 

The  first  step  is  the  adoption  of  a  convenient  base 
line  that  can  be  used  till  the  final  completion.  Next, 
ihe  longitudinal  distances  are  measured,  and  this 


is  best  done  with  wooden  rods  of  suitable  length 
Full  stations  every  hundred  feet,  and  sub-stations 
every  twenty-five  feet  are  thus  located  and  marked. 
From  these  stations  all  obstacles,  such  as  sewer 
basins,  hydrants,  manholes,  lamp  posts,  sewer,  gas 
and  water  mains,  vaults,  etc.,  are  measured  and 
mapped.  The  spacing  and  arrangement  of  the 
columns  next  follows,  and  then  the  grade  and 


length  of  columns  are  determined.  For  the  pur¬ 
poses  of  construction,  bench  marks  500  ft.  apart  are 
next  established. 

The  following  designs  are  all  taken  from  lines  ac¬ 
tually  in  operation  or  being  built,  and  will  be  found 
to  embrace  most  of  the  conditions  for  safe,  rapid 
and  economical  operation. 

DETAILS  OF  CONSTRUCTION. 

Fig.  347  is  an  elevation  and  plan  of  a  standard 
street  pier  extensively  adopted  in  the  construction 
of  elevated  roads.  In  the  construction  pits  are 
first  opened  about  nine  feet  square  and  excavated 


ELEVATED  ROADS. 


193 


to  a  depth  of  seven  feet  or  more,  depending  on  the 
nature  of  the  soil.  If  the  soil  formation  is  satisfac¬ 
tory,  a  layer  of  concrete  eight  feet  square  and  nine 
inches  thick  is  first  laid  down  ;  before  setting, 
pockets  may  be  scooped  in  the  surface  to  receive 


One  pattern  of  base  casting  is  shown  in  Fig.  350, 
which  is  bolted  to  the  foundation,  as  indicated  in 
Fig-  347- 

A  standard  sidewalk  pier  is  illustrated  in  Fig. 
351,  and  differs  in  depth  from  the  street  pier. 


Fig.  349. — Plan,  Street  Pier. 


subsequently  the  bolt  washers  and  heads.  On  the 
top  of  the  concrete  are  placed  two  stones  five  inches 
thick  and  3X7  ft.;  these  stones  serve  as  sup¬ 
port  for  the  brick  pier  and  the  purpose  of  anchor¬ 
age  for  bolts. 

The  proportion  of  brick  work  is  clearly  shown 
in  the  figure,  and  for  such  a  construction  it  requires 
about  7,000  bricks.  The  piers  maybe  built  entirely 
of  concrete  if  preferred,  as  shown  in  Figs.  348  and 
349- 


Piers  of  special  construction  are  sometimes  re¬ 
quired  when  subterranean  obstacles  are  encount¬ 
ered,  such  as  water  and  gas  mains  and  sewers,  or 
when  the  foundation  is  too  soft  to  sustain  the 
weight.  Fig.  352  shows  two  elevations  of  a  spe¬ 
cially  constructed  pier  where  obstacles  were  met 
with,  and  Fig.  353  a  construction  upon  a  pile 
foundation  rendered  necessary  on  account  of  soft 
foundation.  In  the  specifications  for  building  the 
above  street  piers  the  cement  was  required  to  be 


194 


STREET  RAILWAYS. 


ELEVATED  ROADS. 


i95 


capable  of  resisting  a  tensile  strain  of  fifty  pounds 
to  the  square  inch,  after  thirty  minutes  exposure 
in  air  or  twenty-four  hours  immersion  in  water. 

Fig.  354  illustrates  a  cast  iron,  bell-shaped  fender, 
designed  to  embrace  the  base  and  protect  the  col¬ 
umns  from  being  struck  by  the  wheel  hubs  of  pass¬ 
ing  vehicles.  The  space  between  the  shell  of  the 


below.  With  seven  men  and  a  team  of  horses 
from  ten  to  forty  columns  can  be  set  up  in  a  day. 
The  columns  are  held  temporarily  in  place  by  in¬ 
serting  iron  wedges  inside  the  rim  of  the  base  cast¬ 
ing,  and  the  space  between  the  barrel  of  the  bare 
casting  and  the  column  is  caulked  with  oakum  to 
keep  out  the  water  prior  to  using  a  cast  iron  cement. 


Fig.  355. — Travelling  Derrick. 


fender  and  the  base  casting  is  filled  with  cement 
mortar.  In  the  figure  the  base  and  column  are 
shown  by  the  dotted  lines. 

The  foundation  piers  being  in  place,  the  next 
step  is  the  erection  of  the  columns  and  placing 
them  in  the  base  castings.  This  may  be  accom¬ 
plished  by  means  of  a  derrick,  wagon  and  horse 
power,  or  by  a  derrick  on  the  structure  as  shown 


The  girders  may  be  raised  by  a .  travelling  der¬ 
rick  mounted  on  the  structure  and  operated  by 
steam  power  (Fig.  355). 

The  girders  being  in  place,  the  braces  adjusted 
and  riveted,  the  columns  are  carefully  plumbed  and 
are  held  by  jack  screws  and  braces  until  a  cast  iron 
cement  has  been  substituted  for  the  oakum  at  the 
base. 


196 


Street  railways. 


A  cement  that  will  be  as  strong  as  or  stronger 
than  the  iron  itself  is  made  of  the  following :  One 
ounce  of  sal-ammoniac  to  one  gallon  of  water.  With 
a  minimum  amount  of  the  solution,  cast  iron  turn¬ 
ings  or  borings,  clean  and  free  from  rust,  are  mixed 
and  left  standing  for  half  an  hour  to  “warm  up.” 
The  mixture  is  then  dropped  in  layers  of  one- 
eighth  to  one  half  an  inch  and  thoroughly  tamped. 
In  forty-eight  hours  the  cement  becomes  as  hard  as 
the  iron. 


are  clearly  indicated,  as  are  also  the  guard  timbers 
each  side  the  rails. 

In  this  construction  it  will  be  noted  that  the 


Fig.  357. — Longitudinal  Girder. 


Fig-  356  is  an  elevation  of  a  transverse  girder  longitudinal  girders  (Fig.  357)  are  of  the  deck 

with  columns  located  in  the  street,  double  braced  system,  with  the  upper  chords  resting  upon  the  top 

and  directly  under  the  tracks.  Section  of  the  six-  chords  of  the  transverse  girders.  The  former  are  of 


segment,  wrought  iron  column  is  shown  at  a.  This  the  plain  triangular  type,  four  feet  deep,  and  are  set 
construction  provides  for  four  tracks  if  necessary.  in  pairs  under  each  track,  five  feet  between  centres. 
Platform  for  employes  and  posts  for  guard  rails  They  weigh  about  130  lbs.  per  lineal  foot.  The 


ELEVATED  ROADS. 


J97 


transverse  girders  have  a  double  triangular  system 
and  weigh  200  lbs.  per  lineal  foot. 


St~ Ry.  Journal 

Fig.  359. 

Fig-  358  illustrates  another  form  of  transverse 
girder  with  the  sustaining  columns  located  on  the 
curb  line.  Provision  is  made  for  framing  in  the 
longitudinal  girder  at  points  directly  under  the 
rails. 

In  Fig.  359  is  shown  a  more  compact  construc¬ 
tion,  having  the  columns  in  the  street,  and  with 
single  braces. 

Fig.  360  illustrates  columns  located  in  the  street 


posts.  The  lattice  type  of  girder  is  made  mostly  of 
le  iron  and  is  illustrated  in  the  last  figure.  This 
particular  construction  was  strengthened, 
after  being  put  in  service,  by  the  addition 
of  the  flat  braces  which  pass  through  the 
spaces  between  the  channel  braces. 

A  one-legged  structure,  similar  to  the 
last,  is  shown  in  Fig.  362.  Here,  it  will 
be  observed,  the  transverse  girder  is 
omitted,  and  the  columns  are  maintained 
in  a  perpendicular  position  by  the  stability 
of  the  base. 

In  the  single  column  structure  it  is 
necessary  to  anchor  the  column  to  a  very 
stable  foundation  to  provide  against  side 
oscillation.  Where  the  streets  are  narrow 
the  columns  may  be  placed  inside  the 
curb  line  and  surmounted  by  double  deck 
trestle.  A  design  of  this  kind  is  cheaply 
constructed  and  may  be  arranged  to  shade 
the  street  but  little. 

A  reinforced  transverse  girder  is  illus¬ 
trated  in  Fig.  363;  and  here  again  we  find 
the  posts  located  on  the  curb  line. 

In  Fig.  364  we  have  a  novel  construction  ;  the 
posts  are  made  of  riveted  plate  ;  the  transverse 


and  made  with  channels  latticed  together,  having 
flanging  tops,  upon  which  the  longitudinal  girder 
(Fig  361)  rests.  The  transverse  girder  is  in  the 
form  of  a  light  arch,  and  serves  only  to  brace  the 


girder  is  of  the  plate  type,  and  is  supported  at  the 
side  of  the  columns  which  extend  above  the  rails, 
and  with  the  longitudinal  girder,  shown  in  Fig. 
365,  serve  as  guards  to  prevent  the  possibility  of 


198 


STREET  RAILWAYS. 


the  car  falling  to  the  street  in  case  it  should  become 
derailed. 

Columns  of  unusual  length  are  sometimes  re¬ 
quired  to  keep  the  line  up  to  grade  where  it  leads 
over  depressions  in  the  surface.  An  unusually  high 


construction  is  shown  in  Figs.  366  and  367.  The 
latter  is  taken  from  a  photograph  of  the  construc¬ 
tion  on  Eighth  Avenue,  above  noth  Street,  New 
York. 

A  plate  girder  construction  upon  stone  piers  is 


Fig.  360.— Manhattan  Elevated— Third  Avenue. 
— Vi" — if -  11'  b” - - v  10  - — 


Fig.  362.— Manhattan  Elevated— Bowery. 


Fig.  364. — Manhattan  Elevated — Sixth  AVenue. 


ELEVATED  ROADS. 


199 


illustrated  by  Fig.  368.  This  design  is  adapted  for  ure.  The  construction  in  this  particular  case  be- 
lines  that  are  built  upon  private  property.  The  ing  over  private  property,  the  columns  are  placed 
same  figure  shows  the  position  and  design  of  a  sta-  quite  close  together.  Fig.  377  is  an  elevation  of 
tion,  and  also  that  of  a  bridge  for  a  street  crossing,  one-half  of  the  longitudinal  girder  which,  it  will  be 


Fig.  365. — Manhattan  Elevated — Sixth  Avenue. 


Figs-  369,  37°,  37L  372  and  373,  are  typical  de¬ 
signs  which  are  self  explanatory,  and  do  not  need 
a  description.  Figs.  374  and  375  illustrate  exterior 


and  approaches  of  stations  on  the  lines  of  the  New 
York  elevated  roads. 

We  come  next  (Fig.  376)  to  quite  a  different  con¬ 
struction  and  one  that  has  been  followed  by  one  of 
the  lines  in  Chicago.  The  foundation  pier,  col¬ 
umns  and  general  elevation  are  shown  in  the  fig- 


seen,  has  a  plate  web  with  angle  iron  chords.  A 
plan  of  the  track  for  the  same  construction  is 
shown  in  Fig.  378. 

Fig.  379  is  an  illustration  of  light  construction 
for  moderate  traffic,  and  differs  in  some  respects 
from  the  construction  previously  described.  The 
track  rails  rest  on  wooden  blocks  supported  by  the 
bent  U  plate  between  the  channel  bars,  so  that 
guard  timbers  are  not  requ'red. 

Fig.  380  illustrates  a  cross  section  at  a  station  in 
which  the  dimensions  are  clearly  shown,  and  in 
Fig.  381  we  have  a  side  elevation  of  the  passenger 
platform,  and  in  Fig.  382  a  plan  of  the  same.  On 
entering  the  station  passengers  go  around  the 
ticket  office  at  C,  thence  into  the  waiting  room, 
and  by  a  central  stairway  to  the  platform,  as  indi¬ 
cated  by  the  arrows.  Only  one  ticket  collector  is 
required,  and  he  is  stationed  at  D,  and  after  pass¬ 
ing  the  cancelling  box,  the  passengers  turn  in  both 
directions  up  the  flight  of  stairs  to  the  platforms, 
according  to  the  directions  in  which  they  wish  to 
go.  Fuller  details  of  station  and  line  construction 
are  shown  in  Figs.  383  and  384. 

Fig.  385  illustrates  a  distinct  type  of  column  and 
girder,  with  the  former  located  on  the  curb  line. 
On  the  particular  line  having  the  above  construe- 


too 


STREET  RAILWAYS 


Fig.  367. — Manhattan  Elevated— Eighth  Avenue  and  iiith  Street. 


Fig.  368. — Manhattan  Elevated— Suburban  Line, 


ELEVATED  ROADS. 


201 


nb 

nr 

ut. 

□SL 

JiJ  y  'Lj  ,j  a,  j 

■  j  ■  i ,j  1  ■  . 

Fig.  370.— Brooklyn  Elevated. 


OonnectloD  fo/fa  Lonjrttnaia*)  a  inlet. 

Fig.  371. — Brooklyn  Elevated. 


STREET  RAILWAYS. 


Fig.  374.— Appearance  of  Elevated  Station  from  Cross  Street. 


Fig.  373. — Station  at  33D  Street — Sixth  Avenue  Elevated  Road,  New  York, 


ELEVATED  ROADS. 


203 


Expansion , 
•^Holes  for  ^Bolts 

f — 14 — 

■i 

! 

r  - 

« 

A) 

ICfl  D)  fO'i 

F - -tf - 

- h-J- 

<&>  (O)  «?j 

•  • 

Xllolus  for  h  Bolts 

•  • 

Flan 


•  • 

U 

*  *1 

El  n 

P. 

•  •[ 

St.  Ky.  Journal 

•  - 

•  » 

3/5- —  Section  of  Top  and  Bottom  Chords  of  Fig.  371. 


Fig.  378. — Plan  of  Track. 


Fig.  377. 


St,  Hy.  Journal 

Fig.  380. — Cross  Section  of  Station. 


X9'»J- - r-*'Vr-* 


20 4 


STREET  RAILWAYS. 


Fig.  379.— Kansas  City  Elevated  Road  Construction. 


Fig.  382. — Plan  of  Station  Platform  of  Fig.  380. 


ELEVATED  ROADS 


205 


tion  the  stations  are  built  in  the  middle  of 
the  block,  in  buildings  owned  by  the  com¬ 
pany,  leaving  the  sidewalks  entirely  free. 

In  order  that  a  better  idea  may  be  formed 
of  the  material  and  structure,  illustrated  in 
Fig.  285,  we  make  the  following  extracts 
from  the  general  specifications,  upon  which 
the  contract  for  building  this  particular  line 
was  based. 

“  The  structure  is  of  wrought  iron  posts 
and  girders  ;  the  posts  have  a  horizontal  sec¬ 
tion  of  14  X  15  ins.,  and  are  made  by  two 
channels  fifteen  inches  wide,  connected  by 
lattice  bars.  The  channels  in  the  posts,  de¬ 
signed  to  support  girders  of  fifty  feet  span, 
weigh  139  lbs.  per  yard,  and  for  the  fifty-six 
feet  spans  148  lbs.  per  yard 

“  Provision  is  made  for  the  expansion  and 
contraction  of  the  longitudinal  girders  to  the 
amount  of  three-quarters  of  an  inch,  by  leav¬ 
ing  one  end  free  to  move,  the  other  end  be¬ 
ing  riveted  to  the  cross  girder.  The  clear 
span  of  the  girders  ranges  from  forty-five  to 
sixty  feet.  The  cross  girders  have  upper  and 
lower  chords  and  web  members,  riveted  up  of 
plates  and  angles,  and  have  a  span  from  forty 


Fig.  384. — South  Side  Elevated  Road — Chicago. 


Fig.  383. — Station — South  Side  Elevated  Railroad,  Chicago. 


206 


STREET  RAILWAYS. 


to  fifty-six  feet,  and  weigh  from  60,431  lbs.  to 
79,404  lbs. 

“  The  web  plates  of  the  cross  girders  are  seventy- 
one  and  three-quarters  inches  square,  and  vary  in 
thickness  from  seven-sixteenths  to  nine-sixteenths 


-:!  11  * - fi  n 


-4S-10  Gtrv-to-Gtr—  of-columns— 
- 48  0^ - 


i 


n 


Rtreei'gTa'cte 


St.  ivy.  Journal  fir 


Fir..  385. 


of  an  inch,  the  angles  6  ins.  X  6  ins.  X  Jfs  in.  Seats 
for  longitudinal  girders  for  two  tracks  are  riveted  to 
the  cross  girder,  and  holes  for  similar  seats  for  two 
additional  tracks  are  punched  and  covered  with 
plates,  till  such  time  as  the  additions  are  made. 
The  longitudinal  girders  are  generally  similar  to 
the  transverse  girders.  The  longitudinal  flange 


Specifications  for  the  structure,  illustrated  in 
Figs.  376  and  377,  contain  among  others  the  fol¬ 
lowing  provisions:  “Rivets  and  bolts.,  connecting 
parts  of  any  members,  must  be  spaced  so  that 
the  shearing  strain  per  square  inch  does  not  exceed 
7,500  lbs.,  or  three-fourths  of  the 
allowed  tension  strain  per  square 

inch  on  the  member.  Iron  in  web 
♦ 

plate  not  to  have  a  greater  shearing 
strain  than  4,000  lbs.  per  square 
inch  ;  no  web  less  than  three- 
eighths  of  an  inch  thick.  All 
wrought  iron  must  have  an  elastic 
limit  of  not  less  than  26,000  lbs.  per 
quare  inch  and  be  tough,  fibrous 
and  uniform  in  character.  Full 
sized  pieces  of  flat,  round  or  square 
iron,  not  over  four  and  a  half  inches 
in  sectional  area,  shall  have  an  ultimate  strength  of 
50,000  lbs.  per  square  inch,  and  stretch  twelve  and  a 
half  per  cent,  of  their  length.  Tested  in  specimens 
of  uniform  sectional  area  of  at  least  one-half  square 
inch  for  a  distance  of  ten  inches,  must  show  an  ulti¬ 
mate  strength  of  50,000  lbs.  per  square  inch  and 
stretch  eighteen  per  cent,  in  eight  inches.  All  iron 


Longitudinal 
Span  C  to  C 
of  Supports. 

Maximum 
Bending  Moment 
per 

Track  Combined 
D  and  L  Loads. 

Depth 

of 

Girders. 

Max.  Chord 
Strain  Com¬ 
bined  L  & 

1  D  Loads. 

Allowed 

Stress 
per  sq.  in 

35  ft.  to  40  ft. 

484,195  ft.  lbs. 

42  in. 

73.362 

9,000  lbs 

40  ft.  to  45  ft. 

586,655  ft.  lbs. 

48  in. 

74.441 

<  (  <1 

45  ft.  to  50  ft. 

701,765  ft.  lbs. 

48  in. 

89,969 

it  «  < 

50  ft.  to  55  ft. 

838,677  ft.  lbs. 

48  in. 

107,522 

<  i  it 

55  ft.  to  60  ft. 

987,146  ft.  lbs. 

54  >n- 

114,784 

it  t  < 

60  ft.  to  65  ft. 

1,116,243  ft.  lbs. 

54  in. 

129.795 

<1  •  i 

plates  and  the  angle  bars  extend  without  joints 


Composition  of  Chords; 
Angles. 


6  in.  X  4  in-  X  -nr  in. 
6  in.  X  4  in-  X  iir  in- 
6  in.  X  4  in.  X  lir  in. 
6  in.  X  4  in-  X  1  i  in. 
6  in.  X  6  in.  X  W  in. 

6  in.  X  6  in.  X  ii  in. 


Equiv’t 
Weight 
per  lineal 
ft.  per 
Girder. 

Max. 

Shear 

in 

Web. 

Thickness  of 
Web. 

Equiv’t 

Distr. 

Load. 

r,2io  lbs. 

24,200 

in. 

48,400 

1,158  lbs. 

26,055 

y&  in. 

52,110 

1,122  lbs. 

27.550 

z/%  in.’ 

55.ioo 

1,109  lbs. 

30,497 

y%  in. 

60,995 

1 ,096  lbs. 

32,880 

*  in. 

65,700 

1 ,056  lbs. 

34,320 

Iff  in. 

68,640 

for  tension  to  bend  to  an  angle  of  ninety  degrees 


from  end  to  end  of  the  girders. 


cold,  around  a  curve  whose  diameter  is  not  over 


“  The  cross  girders  and  columns  are  braced  by 


twice  its  own  thickness,  without  cracking.  One 


knee  pieces  of  6  ins.  X  6  ins.  X  Y&  in.  angles,  riveted 
to  the  columns  and  bolted  to  the  girder. 

“  Iron  of  an  elastic  limit  of  not  less  than  26,000 
lbs.  per  square  inch  is  required. 

“  As  far  as  possible  all  riveting  is  by  machine. 
No  hand  driven  rivets,  excluding  seven-eighths  of 
an  inch  in  diameter,  are  allowed.” 


specimen  in  three  to  bend  180  degs.  Nicked  on  one 
side  and  bent  by  a  blow  from  a  sledge,  the  fracture 
to  be  nearly  all  fibrous,  with  but  few  crystalline 
spots.  Angle,  plate  and  shaped  iron  to  bend  cold  to 
ninety  degrees  around  a  curve  whose  diameter  is  not 
over  three  times  the  thickness.”  The  above  table 
gives  data  of  dimensions,  strains  and  movements. 


ELEVATED  ROADS. 


207 


TRACKS. 

The  next  step  is  to  provide  the  track  foundation 
and  to  place  the  rails  (Figs.  386  and  387).  The 


former  illustrates  the  original  form  of  construction 

t 

employed  on  the  New  York  elevated  roads  and 
the  latter  the  more  recent  practice  of  the  same 
lines.  The  track  material  consists,  usually,  of  yel- 


Owing  to  the  difficulty  of  tightening  up  the 
bolts,  it  being  necessary  for  the  workmen  to  go  be¬ 
neath  the  track,  and  for  other  reasons,  the  method 
of  construction,  as  shown  in  Fig.  387,  has  been 
adopted,  and  provides  that  all  bolts  may  be  tight¬ 
ened  from  the  top,  and  prevents  the  possibility  of 
nuts  and  bolts  becoming  loose  and  falling  to  the 
street.  The  guard  timbers  in  the  new  construc¬ 
tion,  it  will  be  noted,  are  placed  farther  from  the 
rails  than  formerly,  leaving  room  for  the  wheel 
between  the  rail  and  guard,  and  preventing  its  be¬ 
coming  wedged  in  case  of  derailment.  The  strap 


low  pine  timber,  except  on  curves,  crossings  and 
turnouts,  where  white  oak  blocks,  cap  stringers 
and  shims  are  used  ;  steel  T  rails  weighing  from 
sixty  to  ninety  pounds 
per  yard ;  fish  plates, 
screw  bolts,  lag  screws, 
clips,  angle  bar  and 
strap  iron  guard,  blunt 
bolts,  spikes  and  nails. 

In  the  earlier  construc¬ 
tion  to  which  the  last 
clause  refers,  the  heads 
and  washers  of  the 
guard  rail  bolts  were 

countersunk,  and  the  augur  hole  cups  were  filled, 
a  little  crowning,  with  cement  paste,  to  shed  water. 


iron  with  which  the  guard  timbers  were  formerly 
faced  has  also  been  omitted. 

It  is  usual  to  lay  every  third  cross  tie  on  the 


Fig.  388. — Fisher  Rail  -Joint. 

main  line  twelve  feet  long,  to  provide  a  support  for 
the  plank  side  walk.  This,  in  turn,  is  guarded  with 


208 


STREET  RAILWAYS. 


a  hand  rail,  made  of  one  and  a  quarter  inch  piping, 
as  shown  in  the  last  figure. 

In  this  connection  it  is  interesting  to  note  that  a 
ninety  pound  rail  is  now  employed  on  the  New 
York  lines,  and  the  successive  steps  in  the  weight 


Fig.  389.— Weber  Rail  Joint. 

of  rails  employed,  since  the  roads  were  built,  have 
been  as  follows  :  Thirty-five,  fifty,  fifty-six,  seventy 
and  ninety  pounds. 

Fig.  388  illustrates  the  Fisher  rail  joint,  quite  ex¬ 
tensively  employed  on  the  same  lines,  which  gives 
fair  results.  The  Weber  joint,  illustrated  in  Fig. 
389  is  also  being  tried.  The  Sends  tie  plate  (Fig. 
390)  is  an  important 
appliance  in  elevated 
track  construction,  as  it 
prevents  the  rails  from 

Fig.  390. — Tie  Plate. 

cutting  into  the  ties,  and 

being  provided  with  points  which  prevent  its  com¬ 
plete  contact  with  the  surface  of  the  tie,  it  allows 
of  a  free  circulation  of  air  and  prevents  decay. 

The  following  is  the  amount  of  material  required 
for  the  construction  of  1,000  ft.  of  single  track,  old 
style:  250  cross  ties,  6  ins. x6  ins. X  12  ft.;  500  cross 
ties,  6  ins.  X  6  ins.  X  8  ft. ;  3,000  wrought  iron  clips, 
5 J4  ins.  X  2 Y-2  ins.  X  in.,  1,500  lag 
screws,  6  ins.  X  ^  in.  ;  67  steel  rails,  30 
ft.  long  ;  67  fish  plates,  20  ins.  X  2 J4 
ins.  X  K  in.  ;  268  fish  plate  bolts,  4  ins. 

X  V\  *n-  with  nuts  and  washers  ;  3,000 
spikes,  7,000  lineal  feet  guard  timber, 

6  ins.  X  8  ins.  ;  1,500  guard  rail  bolts, 
nuts  and  washers,  14J4  ins.  X  V\  >n 
150  lag  screws,  12  ins.  X  H  in.  ;  2,000  lineal 
feet  strap  iron,  2 J4  ins.  X  J4  in.  section  ;  300  strap 
iron  bolts,  6J4  ins.  X  J4  in.  with  nuts  and  washers  ; 
300  blunt  bolts  for  strap  iron,  5  ins.  X  £  in. ;  Y\ 
barrel  Portland  cement.  The  actual  cost  of  laying 


1,000  lineal  feet  of  straight  single  track  will  be 
about  $300. 

A  general  plan  for  curve  construction  is  illus¬ 
trated  by  Fig.  391.  The  outer  rail  is  elevated  about 
three  inches,  this  elevation  being  gained  in  a  dis¬ 
tance  of  about  eighty  feet  on  the 
tangent  to  the  curve. 

The  guard  rail  and  method  of  brac¬ 
ing  the  guard  timbers  are  clearly 
shown  in  the  illustration. 

It  is  of  the  first  importance  that 
all  surfaces  of  an  elevated  structure 
should  be  painted,  and  only  the 
best  material  should  be  used.  A  metallic  paint 
is  recommended  for  the  first  coat  and  a  white  lead 
paint  for  the  second.  The  following  is  a  good 
formula  for  a  metallic  paint  :  Nine  parts  of  boiled 
linseed  oil,  one  part  of  turpentine,  seven  and  a  half 
pounds  of  ground  iron  ore,  make  one  gallon  of 
mixed  paint,  and  sufficient  to  cover  256  sq.  ft. 

White  lead  paint,  olive  color,  in  parts  sufficient  to 
make  751  lbs.  of  mixed  paint,  that  will  cover  51 2  sq 
ft.,  is  compounded  as  follows  :  325  lbs,  white  lead, 
175  lbs.  white  lime,  75  lbs.  French  ochre,  3  lbs. 
Prussian  blue,  1  lb.  burnt  amber,  21  gals,  boiled 
linseed  oil,  i|  gals,  turpentine,  1  gal  liquid  driers. 

The  iron  work  should  first  be  thoroughly 
cleaned,  rough  spots  scraped,  and  those  with  new 
rivets  and  other  raw  details  covered  with  one  coat 
of  metallic  paint.  All  seams  and  cracks  should  first 
be  filled  with  linseed  oil  putty.  All  cracks,  joints, 
sun  checks  in  the  timber,  should  be  filled  with 


putty,  prior  to  painting  with  metallic  paint,  and 
again  before  applying  the  white  lead  paint.  There 
should  be  two  coats  of  metallic  paint  and  a  final 
coat  of  white  lead  paint,  which  should  be  laid  on 
with  great  care. 


Fig.  391. — Curve  Construction. 


ELEVATED  ROADS. 


209 


enders,”  but  it  was  found  that  they  operated  better 
with  only  one  truck,  so  the  forward  truck  was  re¬ 
moved,  and  in  the  new  designs  only  the  rear  truck 
has  been  retained,  and  it  is  found  that  they  oper- 


Fig.  392. — Standard  Locomotive — Manhattan  Elevated,  New  York. 


The  rolling  stock  suitable  for  an  elevated  road  de¬ 
pends  upon  the  amount  of  traffic  and  the  grades. 
Most  elevated  roads  are  operated  by  steam  locomo¬ 
tives.  A  few  have  cable  power.  Doubtless  the  time 


Fig.  392A. — “  Douule  Ender”  Locomotive — Suburban  Line,  Manhattan  Elevated. 


will  come  when  all  elevated  lines  will  be  operated 
by  cable  or  electric  power. 

ENGINES. 

The  Forney  type  of  locomotive  engine  with  some 
modification,  has  been  generally  adopted  for  eleva¬ 
ted  railroad  service  (Fig.  392).  As  originally  de¬ 
signed  for  the  Manhattan  lines,  they  were  “  double 


ate  even  better  with  the  drivers  ahead;  that  is,  when 
derailments  occur  it  is  usually  when  the  truck  is 
running  ahead.  With  the  drivers  ahead  the  flanges 
are  cut  somewhat  faster,  but  this  is  not  a  serious 
defect.  “  Double  enders,”  however,  are  employed 
on  the  suburban  line  (Fig.  392).  These  have  a  pony 
truck  at  each  end  fitted  with  swinging  bolster  and 


210 


STREET  RAILWAYS. 


structs  the  view  of  the  engineer  somewhat,  and 
makes  the  machine  top  heavy.  This  can  be  obvi¬ 
ated  by  placing  the  tank  and  fuel  bo'x  over  one  of 
tlae  trucks.  These  two  types  of  locomotive  will 
meet  nearly  all  the  conditions  of  elevated  service. 

The  general  dimensions  of  the  locomotive  “Sub¬ 
urban,”  illustrated  by  Fig.  392A,  which  was  manu¬ 
factured  by  the  Baldwin  Locomotive  Works,  of 
Philadelphia,  are  as  follows:  Cylinders,  14  x  18 
ins.;  drivers,  forty-eight  inches  in  diameter  outside 
tire  ;  wheel  base,  five  and  a  half  feet  ;  boiler,  forty- 
four  inches  in  diameter  and  six  feet  ten  and  a 
quarter  inches  long,  with  160  one  and  a  half  inch 
tubes.  Fire  box,  51  X  45  ins. .nearly.  Tank  ca¬ 
pacity,  600  gals.  Weight,  including  fuel  and  water, 
60,000  lbs.,  with  about  40,000  lbs.  on  drivers.  These 
engines  are  designed  to  burn  anthracite  coal. 

CARS. 

The  car  bodies  are  usually  of  the  same  general 
type  as  for  steam  traffic,  from  forty-five  to  fifty  feet 
over  all,  with  double  trucks  (Figs.  393  to  Fig.  399 
in  which  details  of  framing  are  clearly  shown.) 
radial  bar  so  that  they  curve  easily,  and  do  not  cut  The  drawbar  should  have  sufficient  swing  to  give 
the  driver  flange.  The  saddle  tank,  however,  ob-  clearance  on  short  curves,  and  both  continuous  and 


Fig.  393. 


ELEVATED  ROADS. 


2  1  I 


Fig.  396. — Side  Section,  Passenger  Coach — Manhattan  Elevated. 


hand  brakes  should  be  provided.  Iron  gates  and 
flexible  guard  gates  are  also  necessary. 

The  seats  may  be  arranged  along  the  sides  of 
the  car,  or  both  side  and  cross  seats  may  be  pro¬ 


vided,  as  shown  in  Figs.  396  and  400.  The  cars 
should  also  be  equipped  with  some  of  the  well  known 
systems  of  steam  heating,  and  provided  with  fix¬ 
tures  for  lighting,  either  by  gas,  electricity  or  oil. 

COST. 

The  cost  of  an  elevated  line  will  depend  largely 
upon  the  type  and  weight  of  girder  adopted,  the 
height  of  the  columns,  price  of  the  material  and  the 
character  of  the  soil  on  which  the  substructure 
rests.  The  approximate  cost  of  one  mile  of  double 
straight  track,  including  station  for  each  track, 
without,  any  special  construction,  of  the  type  of  con¬ 
struction  employed  on  Second  Avenue,  New  York, 
(Fig.  358)  may  be  stated  as  $600,000  ;  that  on  Third 
Avenue  (Fig.  360)  as  $500,000  ;  Sixth  Avenue  (Fig. 
365)  $600,000. 

The  type  of  construction  employed  on  the  eleva¬ 
ted  lines  of  Brooklyn,  N.  Y.  (Figs.  370  and  371),  cost 
from  $500,000  to  $600,000  per  mile,  double  track. 
The  elevated  line  which  has  been  in  operation  at 
Kansas  City,  Kan.,  for  the  past  five  years  (Fig. 
379),  cost  about  $166,000  per  mile  without  track 
rails,  estimated  as  follows :  Cost  per  pound, 
erected,  five  cents  ;  weight  per  lineal  foot  478  lbs.; 


212 


STREET  RAILWAYS. 


foundations,  $6.00  per  foot  of  structure  ;  stations 
$4,000  each. 

The  engines  operated  on  this  line  weigh  about 
34,000  lbs.  As  an  aid  in  planning  the  members  of 


an  elevated  structure,  engineers  would  do  well  to 
consult  a  work  recently  issued  by  the  Railroad 
Commissioners  of  the  State  of  New  York,  entitled 
“  Report  on  Bridge  Strains.” 


ELEVATED  ROADS 


i3 


Fig.  400.—  Interior  ok  Elevated  Cak — Manhattan  Railway. 


CHAPTER  VIII. 


OAK  BUILDING. 


The  present  American  styles  of  street  cars  are  a 
natural  and  legitimate  product  of  American  ideas. 
They  differ  greatly  from  the  passenger  vehicles  of 
the  first  street  railroads,  for  these  retained  to  some 
extent  the  form  and  arrangements  as  well  as  the 
name  of  the  omnibuses  and  stage  coaches  which 
they  superseded  ;  and,  naturally,  for  the  mechanics 
of  that  day  were  only  familiar  with  the  construc¬ 
tion  of  coach  bodies.  For  instance  :  The  form  of 
the  lower  portion  of  the  sides  was  made  concave,  a 
form  necessary  with  an  omnibus  in  order  to  pro¬ 
vide  space  for  its  large  wheels  ;  but  with  the  street 
cars  having  small  wheels,  which  are  placed  wholly 
under  the  body,  the  concave  form  is  found  to  be 
unnecessary,  and  the  tendency  now  is  to  build  with 
sides  vertical  or  nearly  so,  the  concave  form  of  the 
lower  panel  being  retained  in  some  cases  for  the 
sake  of  strength  and  appearance,  and  because  it  al¬ 
lows  of  passing  street  vehicles  more  readily  where 
those  stand  in  close  proximity  to  the  track,  for  the 
hubs  of  the  latter,  in  case  they  extend  slightly  be¬ 
yond  the  plane  of  the  vertical  sides,  do  not  interfere 
with  the  concave  panel. 

Notwithstanding  the  many  changes  in  the  styles 
of  cars  which  have  been  brought  about  during  the 
past  few  years  by  the  change  in  motive  power,  the 
ideal  car  that  will  meet  all  the  conditions  of  rapid 
transit  under  any  one  kind  of  motive  power  is  not 
to  be  expected,  for  different  lines  need  different 
equipments.  For  instance:  The  style  of  car  best 
adapted  for  use  on  narrow  streets,  with  large  traffic, 
where  passengers  are  continually  getting  on  and 
off  the  cars,  from  one  end  of  the  line  to  the  other, 
would  in  some  points  be  unfitted  for  the  business 
of  a  line  in  a  city  having  a  large  suburban  travel, 
where  the  passengers  are  mostly  taken  on  and  let 
off  near  the  termini.  Hence  it  is  that  vestibule  and 
long  cars,  and  those  of  the  Accelerator  type  are  in 


favor  in  some  localities,  while  for  other  localities 
they  are  not  so  suitable.  The  time  will  come, 
doubtless,  when  the  type  of  car  best  suited  to  the 
requirements  of  certain  conditions  of  traffic  can  be 
named.  This  desirable  result  can  be  reached  only 
after  a  large  number  of  street  railway  companies  in 
widely  separated  localities  shall  have  each  expressed 
an  opinion  as  to  what  style  or  type  of  car  would  be 
best  suited  for  their  respective  needs,  when  the  car 
builders  can  put  the  suggestions  into  practical  form. 

Thus,  it  is  apparent  at  the  outset  that  an  attempt 
to  describe  in  detail  the  different  styles  of  street 
cars  now  in  use,  with  particulars  of  construction 
and  material,  would  swell  this  chapter  into  a  vol¬ 
ume,  or  even  many  volumes.  This  is  not  desirable, 
but  in  order  to  supply  a  long  felt  want  we  shall  at¬ 
tempt  to  give  an  outline  of  street  car  construction, 
noting  here  and  there  the  essential  points  that  must 
be  observed  in  the  making  of  any  style  of  car,  that 
the  product  may  have  the  combined  attributes  of 
beauty,  lightness  and  strength.  Let  it  not  be  ex¬ 
pected  that  this  chapter  will  prove  instructive  in 
all  particulars  to  those  who  have  long  been  engaged 
in  street  car  building,  either  for  the  trade  or  for 
home  use.  It  is  not  a  treatise  on  the  methods 
which  will  be  employed  in  works  devoted  to  street 
car  building  in  the  next  century,  but  the  practice 
of  the  present  day,  so  that  all  the  particulars  must 
necessarily  be  familiar  to  some  one  somewhere. 

Different  car  works  have  each  some  special  char¬ 
acteristics;  not  that  they  are  larger,  and  differ  in 
form,  color  or  situation  ;  but,  in  the  adaptation  of 
means  to  ends,  in  the  utilizing  of  labor  saving  ap¬ 
pliances  in  the  styles  of  cars  turned  out,  there  are 
differences,  and  no  one  shop  is  so  perfect  that  it 
cannot  be  made  better  by  adopting  some  of  the 
characteristics  that  are  to  be  found  in  each  of  the 
others. 


CAR  BUILDING. 


2I5 


Form  A. 


—  yl  .  T  few  /  <J 

\  ^  /fy/  Dule  of  delivery  at  works.  /  S/_  * 

Width  at  Belt  Rails,  ^ 'of  * 

^  Height,  Height  of  bottom  of  Sills  to  top  Of  top  rail,  „ 

Material  and  dimensions  of  Sills,  Thickness  and  material  of  Flooring,  ^/<f  , 

End  Sills.  f  0/(07,/,  CTOSaing’.  QJ/ZLX2/y'2-  ’  r 

Corner  Posts,  nix  and  atyleC *  S^iont,  aizc,  ^  Vx/Lf'y, iYy  Door  Post,  size,  ^  . 

Top  Rail.  sut'/^y^-X &  Belt  Rails,  sJkj/^^  Ventilator  Ralls.  slz a,//^-X 

Curtains,  size.  H  Lombcrquius,  ZlfKC 

^vt^/  ^  No^of^D^ck  Sash  ou  Transoms, 

No.  on%Td«  Q&feHy: italo^BUuda, 

SbbIi.  tfflcfd'  Painted  outside  or  Varnished.  • 

l‘edestale<V  Boxes,  Springs, 

O0  ’  Tread,  9" A?-*  Flange.  *  Weight 

-  /  /  V  ' 

Gauge  of  Track.O'  &  Kind  of  Rail,  /  -  _ 


DETAILS  OF  ORDER  No  cZ/vr7  -  yZi  oi/  y  J  yf/isAa 


(£/z  u/ 


For 
No.  of  Cars 
Dimensions 

Bottom  Frame 
Posts 

Roof  ftfouxfc?' 

Windows 

Running  Geai 
Wheels 


/lll(y(  tStz/ 


Length  over  End.  Panels, 
Width  over  Sills,  £  ^  * 


///* 


ifojZtzj  fiz^uut^/ /so 


4t 


iff  t/7  ir*S  o&m^/  0770/ j  A/oun 

Am/(0/  >Jo**u</a&  m'ZtAx’ 

>far/ca*u,  TTzo'-tf  - 


f5/0/yZr/v  Zjf  //£  y0t*tytOc  A/tUk/- 


f(Zr,  frit  ft,  7 


i\xles 
Brakes 
Iron  Work 


d’<^< 


Platforms 
Grab  Handles  and 
Window  Rods 
Dashers 
Draught 


Inside 

Doors 


Seats  and  Backs 


Mouldings 

Glass 


Fare  Box  or  Register 
Lamps 

Bells 

Hand  Poles 

Brackets 

Straps 

Sash  and  Blinds 
Lifts 

Poor  Mats 
Roof  Signs 
InsidevRnlsh 
Painting 


Diameter,  '■ 

Maker, 

Material. 

ITi'Jty  <j  MMytAn 

Broke  hearer,  material ,.^1^ 

Brake  lever  styles, 

Drake  shaft*,  where  pj^ct 
Brake  ah<xa.  kind.  ^ 


StVi/.  0010^' 


Sire, 


Brake  handles,  xind  and  finish,  ?/t 

coww„^„f.c«. 

Front JCu-fi/yW/lll  Lenetb  from  y/aivar  over  crown  oiece,  •&  Rear,  same  dimensions. 

Nickle  plated,  Bronzed.  Painted,  &■ 

Step9,^t/  jdty^O/  Length  between  step  irons.  Kind  ot  trend. 

Height.  £  £  *No.  ^ron-^d'  &  ^Rails.  nickled,  blackened,  or  bronzed, 

Pull  irons.  tfrlUt/  A'&Af  /&&*%/£  "  Pole  9jt  " 

Double  and  single  trees.  J/flW/Z&t  C'  Pole  or  bar  supports,  7/*.' 

"Tow”  eyes.  7)0. 


tfo&s  or  v/Vf 

>J  <2f~' 


7l/C7z-/  -fait**  cf  /s/,  » 

/ZaTiyyrfTn  7Tirf/Sji.  * 

071/ yifc/yr? 


fmi-n/. 


■A'f/ryfj  , 

Wood  07  00-/^y 


(StdA/  0770A-  /04/fi,  a^u-tes 

,€UUH<*4£t  ?f  ’tUifcm7 

'/!  7  *  /  iSi  1  f  7  TtM ^7  71  r  y, 

& 7 1 77:lj7//tf/tc/'y  y’/  /ttApf-y 

g®/  7ly>u  7(i£//tiyyi>~ Gmy&Ky 

tH/7%/  (70 'ffA'fi  a- _ 

TiiC/^yc^s  S^fe 


Style  finish, 


%  •zytoA 


(AJaft7rAe  V/rry^ 

7  A  "  ~T  -  ....  ^  -y  "  /  ~iniy&S  yp  Al  7^007^706  yzttyzyis 


’  07/7771^71  Pffy/l/'MflU-l/,  dce&A VtA/a 

/J<y/rmy7t7d/  /M7^A/7>7py  0£i 


Where  huug, 


fttT. 

Over  windows  * tflU&f 7?n0tf e&HjtJ 
End  linings.  C^cau^c^  <7, 

Thickoe*.,  //f  ’  /  Panels,  ^0  ^7^  _ 

Kiud  of  6lieaves  and  tracks,  jea^d*/.  <s 

Kind  and  material  of  handles.  'y7V7lsZ<S  — 

Kind  of  door,  ft  — :-. 

Change  slides,  kind, 

width,  ^  - 

How  uphoh'.eu  d .  r S/'/Z/f . 

Qnality  plush.  0Jtm/y^7h‘  ^ 

Spring  seats.  A/aZTT  ^00077^/77^77 iHi/  .  Locker,.  0W-  T/^J 
Seats  open  beneath,  7C&7-&77&  Seawclosed  beneath,  atyle  and  niaterlal  of  panels, 

Qaalit^^^^^fifC^^ck  light, 

Deck  light  lettering.  710W&  w18^- 

Transom  lights,  pattern. 

Transom  lights,  lettering,  7l4T?t& 

sun.nm*/  \  -^adzy/Ti  A/Sy/yCf/pyal)^'^  V/A/iS 


0  /7 tz/y/l/'/ < y-y  f  .  7  /7 7 /^/S - 

77/7/77/  Iy-C  .7y  >  /Zy7  //  ’-70Z7T77. 


A^/yi  /U7O//_C0l//ly  Act//,  077/0 

yOCe/7t777  /y  j0'7///x/  ■//uo/- SW 


Drop  sash  in  door. 

One  door  or  two,  -* 

^2/0Sr 

/Zof-^y  Quality  hair.  710710 
fS-<0  7 


'M4^lt7c/t77 

•d/wror  <z//ran<A7j7^' 


Whose  make,  ZlZ^t/y 
Material  of  lamp  box.^^??^ 
Kind  of  reflectors.  7lfHt7 
Centre  lamps,  bow  many.7t07li/ 
N  umber,  t 
Bell  cot-ds.  where  placedr^^^ 


7! /  J’il7//'7  /u4  tu.oyi77t7  c/^7 

•y,/y  -  ,y  '<7£vj/&yt(/e 


\/Udzi 


Kind  yUdAWoA,/* 

Whose  hndte.^tot/  |  tv/ 7<0^7'  777“^. 


(f/yl/ y070777f  /£>  SV/lL/-  t*17 
ci7rru/-y  6  *  <2tt/C  y/r  ^//v/yy  /L/ 
/.0'r77  77  0  7/1.77/  71:7/  77^07707 

2-  '  X  (  ’  0^777^0  eUimOTZ'rrO 

77  v&JcJv 


Material,  * 
Material^^^'Z 
Material. 
Materials, 


*s/?1-*t1sl*y1st4sl7- 


*i7t70^ee& 


T7 


t0)/O.Uf7V  TZyS 7017/1/  -0to^7/f0 

Aovi&ut  :fiygy>. 


Finish 
Shape. 

No. 

—  Pattern, 

j>  £07070-  77/‘’./y.. 

Lining  aaaHV^r  - Hinged  Sash. 

Cocoa.  9J.  Cocoa  fancy,  7f.  Plain  wood,  7?m* 

Style  and  number.  7l00~nO 

Gloss  finish.  /  DuU  finish. 

Top  panels,  color, 

Top  panels  lettering  with  tpalerlul  and, shading. 

Centre  panel  color. 

Centre  panel  lettering, 

Concave  color,  '^=X'  (Z/yU-tT/O 

Concave  lettering.  *  * 

End  lettering, 

Dashers,  colbring  and  lettering, 

RuOhing  gears,  .color  and  striping 
Numbers. 


<jfuUO 


Guuged  bash,  T 


0/07  0/  PUO7S0V717  Wl/iyi- 

'  joY/t  imyLs 


AC^/^oa/d/y 


Cnvca/i 


/rrm/. 


£sta^v  7771  Trzrto-f  £  '77  'jotO/ 
x  &  '^0  y/r/t-f  dz ^17 //717//7 
Y/tllWy  O^Uyt/  y/ta-ZO SOT/.^y 
rUlt7tf/tZ'  .  7707710 
fi’/UuOwf  '-J/rJii  /TcO  >y/ 
{Ac  -dt/-f0L/Zj  770/4-  y/Ofrj^ 


Space  between  centres, 


.c UtC 


•^77^107707 


*  ,  irrmjj  d— 


_ _  .  _  Kind  of  aests. 

Kind  of  panels.  (^*'4  Material  of  buckp, 

Width  of  backs,  CY£f.  Material  and  pattern  seat  aimnk 

Material  ond  pattern  levers J/&  ^  LAtO7i4C&0Q  fTTPtQp',  .  ^  y 

CwUlr.^/  y/*tuC 

0/Ao>oi&o  ^4“-  Jt/^t077O.  JAjyrnM-T^i/ 

Azzd/^/ii)  //i/Su,  /rtfo/y/yy O70r0~/o  /t-tv  j0/rrrr*s- 


(Amu-i 

a<tA£ 

4TPV  'j'McS&yr  SW ^ 
Utf/Urziy  0J  Jdnni/  nvU*7% 

da*  TruX-  /n7 77 7 7/0  c7///7y'i/0 


d-  7-  777A7a  /tl7  771/Zr  tf?O0S  -7vre^ 


o  u7  y  /TU/ly/Z 

jtest ilj-ri&y  <T0fri 

ace* c  <+f  mUccAs  ay  <Yr-y 

06c4400lGC)  dfro  tifydZz, 


'y 


_ I 


2l6 


STREET  RAILWAYS. 


There  is  a  science  in  car  building,  but  it  has  not 
yet  become  an  exact  science,  and  no  one  can  study 
the  designs  of  cars  and  methods  of  construction 
now  in  vogue  and  not  be  convinced  that  the  busi¬ 
ness  is  still  in  its  infancy,  that  the  room  for  im¬ 
provement  is  larger  than  the  improvements  already 
made,  so  that  innumerable,  marvellous  and  fruitful 


discoveries  await  the  future  workers  in  the  line  of 
street  car  building. 

The  increased  patronage  awarded  to  steam  “  pal¬ 
ace  cars”  and  lavishly  furnished  great  hotels, strik¬ 
ingly  illustrates  the  curious  tendency  of  modern 
travellers  to  demand  luxuries  and  showy  trappings 
in  public  conveyances  and  hostelries  greatly  beyond 
what  most  of  them  enjoy  or  would  enjoy  in  their 


own  homes.  This  tendency  Is  spreading  to  the 
street  car,  and  as  the  character  of  the  cars  is  im¬ 
proved,  so  much  more  will  people  ride.  The  love 
of  ornament  is  inherent  in  human  nature,  and  for 
this  reason  those  who  provide  means  for  comfort 
should  at  the  same  time  administer  to  their  love  of 
beauty.  But  in  the  combination  of  the  aesthetic 


with  the  useful,  good  judgment  and  care  must  be 
exercised.  Carvings  and  upholstery  that  are  easily 
broken  or  soiled,  or  that  will  accumulate  dust  and 
soon  look  dowdy,  should  be  avoided.  Elements  of 
beauty,  however,  may  enter  largely  into  ceiling  and 
deck  light  finish,  and  since  the  art  of  manufactur¬ 
ing  the  materials  for  this  purpose  (three  ply  veneer 
and  ornamental  glass)  has  reached  so  high  a  state, 


Form  B. 


Fac  Simile  of  Shop  Cards-— One-Third  Size. 


Form  C. 


o 


Box  Cis  K/i 

& 

Sa  ot  j3o*  Co. 

*  ' 


-  e  ••  /v.  /a,  f'pkzft 


<zS* 


,'/r  *  n  fi 

XcLii‘ •> '  '%* 


2 

C~  ~jl  a  40)  u 

4. 

^x- 

20 

£ 

CAR  BUILDING. 


217 


this  line  of  decoration  is  plentifully  and  cheaply 
supplied.  Not  only  should  a  reasonable  amount  of 
decoration  be  provided  in  cars  which  are  patron¬ 
ized  wholly  by  a  cultivated  class  of  people,  but  in 
all  cars,  for  by  this  means  the  comforts  and  solaces 
)f  fine  art  will  be  brought  to  a  large  number  of 
lives  and  hearts  that  cannot  afford  to  provide  them 
n  their  own  homes. 

This  chapter,  it  is  believed,  will  prove  helpful,  in 
some  particulars,  to  the  veterans  in  the  business, 
to  new  men  engaging  in  this  line  of  work,  and  also 
Serve  as  a  medium  by  which  men  engaged  in  the 
operation  of  street  car  lines  may  communicate  in¬ 
telligently  with  commercial  car  builders,  or  with 
men  employed  in  their  own  repair  shops,  while  it 
gives  to  the  general  reader  a  “  speaking  acquaint¬ 
ance  ”  with  this  particular  industry. 

In  present  practice  we  find  four  distinct  types  or 
kinds  of  street  cars,  each  of  which  may  be  subdi¬ 
vided  according  to  the  following  diagram  : 


(1 )  Horse 


(2)  Cable 


Grip 


- 


Closed 


Open 


Closed 

Open 

Combination 
Double  deck 
Vestibule 


One  horse 
Two  horse 

One  horse 
Two  horse 

Four  wheel 
Eight  wheel 


c/i 

< 

u 

H 

W 

w 

cu 

H 

c/) 


Trail 


Closed 

Open 


Closed 


(  Four  wneel 
Six  wheel  radial 
(  Eight  wheel 


(3)  Electric 


Motor 


f  Four  wheel 

Open  -I  Six  wheel  radial 

(  Eight  wheel 


Double  deck 


j  Four  wheel 
(  Eight  wheel 


Vestibule 

~  (  Closed 

L  Tral1  j  Open 


End 

Side 


(4)  Miscella-  (  Steam 
neous.  -j  Air 
(  Gas 


It  is  important  in  order  to  secure  a  durable  con¬ 
struction  that  the  well  defined  laws  of  architecture 
— of  which  street  car  building  is  a  branch — be  not 
violated.  For  instance:  The  walls  of  a  brick  build¬ 
ing  are  not  safe  until  the  roof  is  put  on,  and  yet,  if 


the  walls  be  not  of  sufficient  strength,  the  roof  will 
crush  them  or  cause  them  to  bulge,  thus  rendering 
the  building  unsafe.  The  same  is  true  in  car  build¬ 
ing;  the  construction  of  the  body  to  the  top  plate 
must  be  properly  done,  and  supplemented  by  a 
roof  properly  put  on.  The  frame  and  panels  also 
bear  a  mutual  relation  to  each  other.  It  is  practi¬ 
cally  impossible  to  fit  and  set  up  the  framework 
of  a  car  so  that  it  cannot  be  easily  thrown  out  of 
position,  causing  a  movement  in  every  joint,  but 
when  the  panels  are  properly  put  on,  combining 
the  different  parts,  the  body  becomes  stiff,  and 
capable  of  resisting  severe  shocks  without  injury. 
Some  of  the  principles  of  construction  may  be 
noted  as  follows:  Strong  sills  and  bottom  frame, 
proper  mortising  and  tenoning  of  vertical  frame¬ 
work,  proper  combination  of  panels  and  frame¬ 
work,  a  light  roof  (as  light  as  possible),  uniting  the 
sides  and  ends,  and  these  in  turn  carrying  and  sup¬ 
porting  the  roof. 

As  it  requires  over  1,300  separate  pieces  of  wood 
to  build  an  ordinary  sixteen  foot  electric  car,  it  is 
apparant  that  great  care  must  be  exercised  in 
combining  these  parts,  lest  some  defect  enter  into 
the  construction,  and  prove  a  destructive  factor 
after  the  car  is  put  in  service. 

Hence,  to  properly  construct  the  different  kinds 
of  cars  it  is  necessary  to  consider  the  particular 
work  they  have  to  do,  and  where  the  principal 
strains  will  come,  depending  upon  where  the 
power  is  applied. 

The  horse  cars  and  trail  cars  should  be  light, 
strong  and  durable,  with  as  little  heavy  lumber  as 
possible,  unless  a  change  of  motive  power  is  con¬ 
templated,  when  they  may  be  built  heavier  and  so 
framed  as  to  be  readily  changed  and  adapted  for 
mechanical  power. 

The  cable  car  must  have  a  strong  under  frame, 
put  together  with  heavy  timbers,  and  a  neat  and 
strong  body,  avoiding,  as  much  as  possible,  a 
clumsy  look. 

The  electric  car  must  have  a  strong  under  frame, 
with  cross  timbers  so  arranged  that  portions  of  the 
floor  may  be  removed  to  give  access  to  the  motors, 
and,  if  it  is  operated  by  the  overhead  system,  the 


2l8 


STREET  RAILWAYS. 


roof  should  be  specially  strengthened  to  support 
the  trolley  stand  and  the  weight  of  the  workmen 
who  are  required  to  adjust  or  repair  the  same, 


INCEPTION. 

The  purchasing  officers  of  street  railway  compa¬ 
nies  either  furnish  drawings  and  specifications  of 


Fig.  403. — Truss  Rod  and  Platform  Sills. 


while  the  extra  weight  at  the  top,  increased  speed 
and  lurching,  require  that  the  framing  through¬ 
out  be  stronger  and  heavier  than  on  other  types 
of  cars. 


the  cars  they  may  desire  to  have  built,  or  they 
merely  state  the  dimensions  and  general  style  of 
the  car  they  desire,  after  having  examined  the 
drawings  or  photographs  of  different  styles  of  cars 


CAR  BUILDING. 


219 


that  have  been  previously  built,  with  which  most 
shops  are  supplied,  or  after  having  visited  the  works 
of  the  manufacturer  and  studied  the  different  types 
in  process  of  construction,  when  the  chief  designer 
of  the  shops  where  the  cars  are  to  be  built,  after 
full  conference  with  the  parties  desiring  to  purchase, 
makes  detailed  drawings  and  full  specifications. 
After  these  have  been  approved  and  accepted,  and 
the  contract  has  been  closed  it  is  entered  on  the 


In  addition  to  the  general  drawings,  it  is  the 
practice  in  some  shops  to  provide  details  for  the 
different  departments.  These  may  be  gotten  out 
in  plain  style  with  free  hand  sketches  on  sheets 
which  are  pasted  to  thick  cardboard,  and  shellacked 
to  prevent  soiling  (Forms  B  and  C). 

The  general  drawings  usually  show,  first,  an  ele¬ 
vation  of  side  and  end  of  a  car  frame  (Figs.  401 
to  409),  then,  in  detail,  the  sills  and  floor  framing 


order  list  which  gives,  first,  the  number  of  cars, 
name  of  company  ordering,  date  received  and  date 
for  delivery.  This  is  filed  in  a  large  envelope  into 
which  all  papers  pertaining  to  the  order  are  placed. 
A  large  detail  book  is  also  provided,  which  is 
printed  with  headings  having  blank  spaces  into 
which  the  general  details  are  entered  (Form  A). 
The  manager  of  the  shops  then  receives  written 
directions  quoted  from  the  specifications,  with 
drawings  which  are  numbered  and  known  as  shop 
orders  for  a  particular  lot  of  cars. 


and  all  matters  relating  to  the  floor.  The  drawings 
of  the  side  framing  show  the  side  posts  and  side 
bracing  and  side  panels  Another  set  of  drawings 
exhibits  the  details  for  the  deck,  including  every¬ 
thing  above  the  side  frame,  such  as  carlines,  deck 
posts,  deck  sills,  deck  plates,  and  side  plates,  begin¬ 
ning  at  the  top  of  the  posts.  There  are  also  draw¬ 
ings  showing  the  ceiling  finish  or  headlining.  There 
are  full  detail  drawings  of  hoods,  platforms,  carv¬ 
ings  (Fig.  40713  and  c),  and  even  of  the  bronze  trim¬ 
mings,  however  small.  Some  of  these  details  rank  as 


220 


STREET  RAILWAYS. 


“  standard,”  and  go  into  all  kinds  of  street  cars 
built  at  the  shops. 

The  following  are  copies  of  actual  shop  orders, 
which  will  give  some  idea  of  the  amount  of  detail 
incident  to  the  business: 

DESCRIPTION  OF  ONE  CLOSED  ELECTRIC  STREET  CAR. 


Plan . 310-U.  Length  over  sills,  sixteen  feet. 

Width  over  sills,  five  feet  eleven  and 
one  quarter  inches;  over  all,  seven 
feet  ten  inches.  Height  over  all  ten 
feet  four  inches. 

Roof . Three  (five)  iron  carlines,  strengthened 

and  arranged  for  trolley. 

Hoods . Removable. 

Framing . Closed  streetcar.  Height  from  top  of 

sill  to  under  plate  five  feet  ten  inches. 

Outside . Panelled  with  white  wood. 

Flooring . Yellow  pine. 

Window  sash . Mahogany. 

Blinds . Mahogany  frames  and  basswood  slats. 

Glass,  windows . Crystal  sheet. 

Glass,  doors . Crystal  sheet. 

Glass,  decks . Embossed. 

Mirrors . Plate  glass  bevelled. 

Inside  finish . Mahogany. 

Ceiling . Burl  oak,  decorated  with  gold. 

Lamps,  centre . Two,  one  (1)  light. 

Heater . One  coal  stove  placed  in  a  zinc  lined 

box. 

Seats  and  backs . Spring  placed  longitudinally. 

Seat  covering . Wilton  carpet. 

Trimmings . Bronze. 

Bells . One  at  each  end  with  leather  bell  cords. 

Gongs . One  under  each  platform. 

Door  catches . Placed  on  each  door. 

Fare  register . One. 

Lenses . Red  glass  at  each  end  in  upper  deck. 

Change  gates . In  each  door. 

Floor  matting . Standard  diamond. 

Body  grab  handles  ....  Bronze. 

Steps . Steel  steps,  Stanwood  pattern. 

Platforms . Standard,  open  at  sides. 

Dash  boards . Iron,  closed  centres. 

Dash  grab  handles  . . .  .Bronze. 

Brake  handles . Bronze,  adjustable. 

Brakes . Operated  by  hand  on  all  wheels  from 

platforms. 

Track  brake . To  be  applied  for  use  on  grades  and  for 

sudden  stoppages. 

Sand  boxes . Four. 


Platform  gates. . . 

Life  guards . 

Track  cleaners.  .  . 

Headlights . 

....  One  arranged  for  electricity. 

Draw  bars . 

Running  gear.  .  .  . 

chaser. 

Motors . 

Gauge . 

Wheel  base . 

Wheels.. ,  . . . 

...  Cast  iron,  thirty  inches  in  diameter,  with 
two  inch  tread  and  five-eighths  inch 
flange. 

Axles . 

• 

ameter. 

Painting . 

....  May  be  what  is  known  as  “  Standard 
Broadway.”  which  is  a  cadmium 
yellow. 

Decoration . 

Lettering . 

. “LIDGERWOOD”  on  sign  board# 

“  WASHINGTON  ”  on  main  panels. 

Number . 

Electric  light . 

. .  .  .Car  to  be  lighted  by  electricity. 

SPECIFICATIONS 

OF  A  CLOSED,  DOUBLE  TRUCK  ELEC¬ 
TRIC  STREET  CAR. 

Plan . 

and  three  quarters  inches  over  body; 
twenty-nine  feet  two  and  one-half 
inches  over  car,  and  thirty  feet  five 
inches  over  all.  Width,  seven  feet 
one  and  one -eighth  inches  over  all. 

Roof . 

....Strengthened  with  five  iron  carlines, 
and  arranged  for  trolley. 

Hood . 

....  Detachable  on  rear  end. 

Framing . 

....With  straight  post.  Height  from  top 
.  of  sill  to  under  plate,  five  feet  eight 
and  one-quarter  inches;  over  all, 

eleven  feet  two  inches. 

Outside . 

Flooring . 

Window  sash . 

Blinds . 

Glass  windows.  .  .  . 

.  .  .  .Double  thick  French. 

Glass  doors . 

.  .  .  .Double  thick  French. 

Glass  decks . 

.  .  .  .Ruby  colored  glass. 

Mirrors . 

. .  .  .  Bevelled  plate  glass. 

Inside  finish . 

.  .  .  .Cherry. 

Ceiling . 

.  .  .  .Maple. 

Centre  lamps . 

.  .  .  .Two  two  (2)  light. 

Seats  and  backs.  . 

....Ash  and  red  birch  slats,  covered  with 
Wilton  carpet. 

Trimmings . 

.  .  .  .Bronze. 

CAR  BUILDING. 


221 


Bells . One  at  each  end. 

Gongs . One  under  front  platform. 

Door  locks . One  on  cab  door. 

Fare  registers . One  per  car. 

Floor  matting . Applied. 

Body  grab  handles.  .  .  .Bronze. 

Steps . Stanwood  steel,  double  tread. 

Platforms . Arranged  with  cab  on  front  end  and 

rear  end,  open  on  one  side  only. 

Dash  boards . Iron,  on  rear  end  only. 

Brakes . Hand  brdke  on  both  trucks,  operated 

from  platform. 

Brake  handles . Cast  iron  brake  wheel  in  cab  and  bronze 

brake  handles  on  rear  end. 

Air  brake . Sessions  patent. 

Sand  boxes . Two  per  car. 

Life  guards . On  front  truck. 

Headlights .  One,  arranged  for  oil. 

Draw  bars . Radial  on  rear  end  and  buffer  on  front 

end. 

Running  gear . Four  wheel  double  trucks. 

Gauge . Five  feet  two  and  one-half  inches. 

Springs . Coil. 

Wheel  base . Four  feet  six  inches. 

Wheels . Thirty  inch  steel,  two-inch  tread. 

Axles . Iron,  three  and  three-eighths  inches  in 

diameter. 

Motors . Two  fifteen  H.  P. 

Painting . Light  yellow,  with  carmine  panels. 

Lettering . “CENTRE  &  NEGLEY  AVENUES  ” 

on  each  side  of  car  at  centre. 

Number . 55. 

Lamps . Two  pilots  and  a  three  cluster  electric. 


The  above  method  of  providing  drawings  and 
specifications  is  recommended  for  use  in  large  shops, 
and  in  some  modified  form  in  all  works,  whether 
engaged  in  building  for  the  trade  or  in  constructing 
home-made  cars,  as  it  will  be  found  to  save  time 
and  insure  the  perfect  fitting,  when  assembled,  of 
such  parts  as  are  prepared  by  different  gangs  of 
workmen.  It  is  the  practice  in  some  shops,  how¬ 
ever,  to  make  all  the  detail  drawings  full  size  on 
large  boards,  which  are  placed  in  a  convenient  posi¬ 
tion  so  that  the  workmen  have  access  to  them,  and 
from  which  they  make  their  own  measurements. 
The  full  sized  drawings,  it  is  claimed,  insure  a  bet¬ 
ter  fitting  of  parts.  Figs.  407  to  429  illustrate  the 
leading  types  of  cars  as  made  by  different  builders. 


MATERIALS. 


Storehouses  and  yards  are  provided  for  the  dif- 
erent  classes  of  material  which  is  usually  kept  in 
stock,  and  includes  lumber,  glass,  wrought,  cast, 
malleable  and  sheet  iron,  steel,  paint,  varnish,  cloths, 
plush  and  other  upholstery  goods,  nails,  tacks, 
screws,  hinges,  catches,  locks,  and  other  small  hard¬ 
ware  and  metal  goods  (trimmings)  that  are  too 
numerous  to  mention.  Some  large  car  building 
establishments  manufacture  their  own  veneers, 
trimmings  and,  in  fact,  everything  entering  into  the 
construction,  even  the  paints  and  varnish.  Others 
purchase  from  manufacturers  trimmings,  etc.,  ready 
finished  for  their  place  in  the  car;  while  a  few  street 
railway  companies,  which  build  their  own  cars, 
purchase  everything,  even  woodwork,  in  which 
case  the  work  of  the  car  shops  consists  merely  in 
fitting  the  parts,  painting,  furnishing  and  deco¬ 
rating. 

The  number  of  tradesmen  and  mechanics  who 
must  have  a  hand  in  preparing  material  and  finish¬ 
ing  a  street  car  is  nearly  a  hundred.  The  list  in¬ 
cludes  the  following: 


Car  builder, 
Sawyer, 
Carpenter, 
Joiner, 

Cabinet  maker. 

Turner, 

Veneerer, 

Carver, 

Machinist, 

Blacksmith, 

Iron  founder, 
Brass  founder, 
Engineer, 

Spring  maker, 
Seat  maker, 
Pattern  maker, 
Upholsterer, 
Hardware  dealer, 
Glue  maker, 
Varnish  maker, 
Paint  maker, 
Lamp  maker, 
Carpet  weaver, 
Steel  master, 


Stove  maker, 
Plumber, 

Pipe  fitter, 

Wheel  maker, 
Glazier, 

Glass  blower, 

Glass  Etcher, 

Gilder, 

Painter, 

Ornamental  painter, 
Tinsmith, 
Electrician, 
Electroplater, 

Wire  drawer, 
Rubber  manufact¬ 
urer, 

Engraver, 

Chaser, 

Mirror  maker, 
Fresco  painter, 
Letterer, 

Axle  maker, 
Draughtsman, 

Gold  beater. 


Plush  maker, 

Silk  manufacturer, 
Cotton  manufacturer, 
Linen  manufacturer, 
Woolen  manufacturer, 
Thread  manufacturer, 
Locksmith, 

Mat  maker, 

Brush  maker, 

Tanner, 

Rattan  braider, 
Turpentine  distiller, 

Oil  cloth  manufact¬ 
urer, 

Trimming  manufact¬ 
urer, 

Burnisher, 

Sewing  machine  manu¬ 
facturer, 

Sewing  machine  oper¬ 
ator, 

Bookkeeper. 
Photographer. 
Armature  winder. 


222 


STREET  RAILWAYS. 


i 


Fig.  407. — Sixteen  Foot  Electric  Car — Lewis  &  Fowler 
Manufacturing  Co. 


LIST  OF  CAR  PARTS. 

I. 

(Fig.  409.)  Wheel. 

22.  Fender  guard. 

2. 

Axle. 

23.  Body  truss  rod. 

4- 

Journal  box. 

24.  Body  queen  post. 

6. 

Side  journal  spring. 

35.  Truss  rod  plate 

8. 

(Fig.  407.)  Sill. 

27.  Outside  panel. 

9- 

End  Sill. 

28.  Lower  outside  panel. 

10. 

Transverse  floor  timbers. 

29.  Upper  end  panel. 

11. 

Sill  tie  rod. 

30.  Lower  end  panel. 

15- 

(Fig.  407A.)  Window  post. 

31.  Inside  frieze  panel. 

17- 

Corner  post. 

32.  Panel  strip. 

18. 

Door  post. 

33.  Panel  furring. 

19. 

Belt  rail. 

34.  Seat  bottom. 

20. 

Belt  rail  band. 

35.  Seat  leg. 

21. 

Fender  rail. 

36.  Front  seat  rail. 

CAR  BUILDING. 


223 


38.  Back  seat  bottom  rail. 

39.  Back  seat  rail. 

40.  Lower  seat  back  rail. 

42.  Seat  back  board. 

43.  End  seat  panel. 

44.  Upper  belt  rail. 

45.  Window  ledge. 

47.  Plate. 

48.  Eaves  moulding. 

49.  Window  blind  rest. 

50.  Window  sash  rest. 


73.  Window  blind  lift. 

77.  Window  guards. 

78.  Door  stile. 

79.  Door  mullion. 

81.  Middle  door  rail. 

82.  Top  door  rail. 

85.  Mirror. 

86.  Door  case  sash. 

89.  Fare  wicket. 

91.  Sliding  door  handle. 

102.  Platform  timber  clamp. 


122.  Brake  shaft. 

123.  Upper  brake  shaft  bearing. 
125.  Brake  ratchet  wheel. 

125.  Fig.  409. — Side  hand  rail. 


151.  Revolving  seat  back. 

152.  Seat  spindles. 

153.  Bracket. 

158.  Seat  rail. 


LUMBER. 

The  enormous  strains  to  which  the  frames  and 
covering  of  street  cars  are  subject,  make  it  abso¬ 
lutely  necessary  that  they  should  be  made  of  the 


51.  Outside  window  stop. 

52.  Inside  window  stop.^ 

53.  Carline. 

56.  Upper  deck. 

57.  Deck  bottom  rail. 

58.  Deck  post. 

59.  Deck  window. 

61.  Deck  end  ventilator. 
64.  Window. 

66.  Window  stile. 

67.  Sash  lift. 

68.  Sash  stop  bead. 

69.  Window  blind. 

72.  Window  blind  mullion. 


103.  Platform  end  timber  or 
crown  piece. 

108.  Platform  post. 

109.  Platform  post  boss  wash¬ 

er. 

no.  Platform  rail. 

1 1 2.  Dash  guard  straps. 

113.  Body  hand  rail. 

114.  Side  step. 

115.  Hood. 

1 16.  Ilood  bow. 

117.  Hood  carline. 

119.  Hood  moulding. 

120.  Brake  shaft  crank. 


best  lumber  prepared  in  the  best  manner.  Hence, 
to  insure  durability  and  long  life,  great  care  must 
be  exercised  in  the  selection  and  seasoning  of  the 
lumber. 

In  the  selection  of  any  particular  wood  its  ap¬ 
pearance  should  not  always  govern,  but  the  region 
in  which  it  grew  should  also  be  considered,  for  the 
locality  has  much  to  do  with  the  texture  of  woods 
of  the  same  name.  In  some  cases,  however,  the 
supply  has  been  exhausted  in  the  regions  which  pro- 


224 


STREET  RAILWAYS. 


duce  the  most  desirable  qualities,  so  that  in  this  re¬ 
spect  no  choice  is  left,  and  a  change  of  wood  for  the 
same  purpose  is  sometimes  rendered  necessary. 

The  woods  principally  used  in  car  building  are 
of  both  native  and  foreign  growth.  The  native 
woods  include  ash,  white,  Norway  and  yellow  pine, 
hickory,  basswood,  poplar  (whitewood),  birch,  but¬ 
ternut,  cedar  (both  green  and  mined),  cherry, 
cypress,  gum,  elm,  white  oak  (second  growth),  burl 
oak,  maple  and  sycamore.  Of  the  foreign  woods, 
mahogany,  satin  wood  and  teak  constitute  the  prin¬ 
cipal  kinds  employed  in  this  industry. 

The  seasoning  process  should  occupy  two  years 
or  more,  and  much  of  it  requires  to  be  kiln  dried  in 


drying  kiln;,  for  heavy  sill  timbers,  from  three  to 
four  months  where  the  temperature,  ranging  from 
seventy-five  to  one  hundred  degrees,  should  be 
regulated  to  suit  the  conditions,  care  being  taken 
not  to  destroy  the  life  of  the  wood.  In  case,  how- 


addition.  The  lumber  having  been  purchased,  it  is 
piled  with  the  ends  toward  the  prevailing  winds  in 
open  order  in  the  lumber  yard,  or,  better,  under 
sheds  when  these  can  be  provided.  It  is  also  of  ad¬ 
vantage  to  cover  the  ends  of  all  boards  and  sticks 
of  timber,  as  soon  as  the  lumber  is  piled,  with  some 
kind  of  heavy  paint  to  prevent  season  checking. 

The  kind,  size  and  condition  of  the  stock  deter¬ 
mine  the  time  the  material  should  remain  in  the 


ever,  the  structure  is  designed  for  service  in  high 
and  dry  latitudes,  it  is  often  necessary  to  continue 
the  seasoning  process  till  all  moisture  is  expelled,  or 
otherwise  checks  will  appear  and  the  car  will  soon  go 
to  pieces.  After  leaving  the  kilns,  the  material,  if 
not  at  once  needed,  should  be  stored  in  closed  sheds. 

In  large  establishments,  the  work  of  car  building 
is  usually  subdivided,  and  several  gangs  of  men  do 
the  work  in  successive  stages  ;  in  some  cases  by 


CAR  BUILDING. 


225 


contract  in  others  by  day  work.  The  lumber,  when 
ready,  is  delivered  to  the  wood  working  shop,  usu¬ 
ally  on  trucks,  the  yards  and  shops  being  provided 
with  trucks  for  their  accommodation.  It  is  then 
cut  into  proper  dimensions  and  passed  to  the 
planers,  when  the  further  work  to  be  done  upon 


material,  and  the  nicety  with  which  just  the  number 
of  pieces  of  all  kinds  are  made  which  are  required 
for  a  given  lot  of  cars,  frequently  covers  the  margin 
of  profit  in  certain  orders. 

As  the  work  progresses  through  the  different  de¬ 
partments  it  should  be  carefully  and  continually  in- 


it  is  laid  out  from  templates  by  the  foreman.  It 
then  goes  to  the  shapers  and  mortising  machines, 
and  the  small  pieces  are  put  through  scrapers  and 
sandpapering  machines,  and  made  ready  for  the 
blind  builders  and  cabinet  makers. 

The  economy  exercised  by  the  manager  or  shop 
foreman  in  laying  out  and  utilizing  all  the  building 


sfected  by  the  manager  or  a  special  inspector,  to  see 
that  the  work  of  each  gang  is  properly  done.  Even 
with  the  most  careful  supervision  it  will  sometimes 
be  found  that  the  different  cars  for  the  same  order, 
when  finished,  vary  in  real  value  a  good  many 
dollars,  owing  to  the  superior  skill,  or  want  of  it, 
or  honor  on  the  part  of  the  individuals  composing 


226 


STREET  RAILWAYS. 


the  different  gangs  of  workmen,  although  the  ma-  the  floor.  In  some  cases  this  work  is  done  by  the 
terial  for  each  was  the  same  and  prepared  in  the  same  men  that  construct  the  body.  If  it  is  a  six- 
same  manner.  teen  foot  electric  car  that  is  being  built,  we  have  two 


The  material  ready  prepared  is  now  delivered  to  side  sills,  two  end  sills,  two  first  crossings,  centre 
the  erecting  shop.  The  sills,  cross  ties,  bracing,  crossings,  four  longitudes,  two  cross  longitudes, 
flooring,  iron  tie  rods  and  angle  irons  go  to  the  two  movable  bars,  eight  platform  knees  and  two 
gangs  whose  duty  it  is  to  frame  the  bottom  and  lay  crown  pieces  or  platform  bumpers  (Fig.  402)  Yellow 


CAR  BUILDING. 


227 


228 


STREET  RAILWAYS. 


pine  is  usually  employed  for  the  side  sills  and  floor¬ 
ing.  Oak  is  also  used  for  side  sills,  and,  usually,  for 
the  cross  and  end  sills,  although  ash  is  sometimes 


of  a  thin  steel  plate  bolted  to  the  outside.  The 
sills  of  open  cars,  when  of  yellow  pine,  are  some¬ 
times  veneered  with  a  light  colored  wood  which 


Fig.  413. — Two  Wheel  Shop  Truck. 


Fig.  414. — Four  Wheel  Shop  Truck. 


employed  for  cross  sills,  and  the  crown  sill  of  the  plat¬ 
form  is  sometimes  made  of  elm.  The  side  sills  are 
usually  4X5  ins.,  and  on  long,  open  cars  the 
sills  are  sometimes  strengthened  by  the  addition 


offers  a  better  surface  for  paint.  The  end  sills 
are  of  the  same  dimensions  as  side  sills,  and  are 
laid  flatways  and  framed  to  lap  on  the  side  sills  or 
mortised  in.  All  mortises  and  tenons  should  be 


STREET  RAILWAYS. 


o 


iP. - - J ]o  *■*  of '  :lo  l’°  o; w  *  :o  **  on - -2LX 

1QCT  ^ - - - - - '  - ==4, 

0  128456799  ip 

Scale  of  Feet. 


CAR  BUILDING. 


covered  with  white  lead  to  prevent  the  access 
of  moisture.  The  cross  or  middle  sills  may 
be  framed  to  lap  the  side  sills  or  may  be  mor- 


with  the  longitudinal  timbers.  The  platform  knees, 
usually  of  ash  or  oak  and  strengthened  sometimes 
with  steel  plates,  should  lap  the  first  cross  sill. 


Fig.  417. — Eight  Wheel  Open  Car. 


tised.  The  middle  crossing  should  be  the  heaviest  Hickory  is  sometimes  employed  for  platform  knees, 
and  have  a  tie  rod  through  the  centre.  Tie  rods  but  is  not  recommended  as  it  is  subject  to  decay, 
also  connect  the  side  sills  at  the  intermediate  and  if  bent  by  heavy  loads  will  not  resume  its 
crossings,  and  short  tie  rods  connect  the  side  sills  original  form.  The  cross  framing  should  be  ar- 


232 


STREET  RAILWAYS. 


ranged  to  provide  for  traps  in  the  floor  to  give  of  the  floor.  It  is  quite  important,  before  design- 
access  to  the  motors.  The  traps  may  be  hinged  ing  the  floor  framing  for  electric  cars,  that  the 
so  as  to  turn  up  or  they  may  be  lifted  out  alto-  type  of  truck  to  be  employed  should  be  specified,  as 


Fig.  419.— Eight  Wheel  Vestibule  Car — Pullman’s  Palace  Car  Co. 

gether.  If  built  quite  long  the  same  form  of  trap  the  diameter  of  wheels,  wheel  base  and  dimen- 
will  suit  a  number  of  different  motors.  If  we  were,  sions  of  trucks  vary  so  much,  that  the  framing  for 
building  a  long  eight  wheel  car  the  framing  would  one  will  not  suit  another. 

be  different,  and  the  traps  would  come  at  each  end  For  flooring,  hard  pine  or  maple  boards  may  be 


CAR  BUILDING. 


233 


employed.  The  material  should  be  straight  grain-  a  coat  of  white  lead.  It  is  also  a  good  practice  to 
ed  and  free  from  knots.  It  is  usually  dressed  on  give  the  under  side  of  the  floor  a  coat  of  mineral 
one  side  to  about  seven-eighths  of  an  inch  in  thick-  paint.  The  platform  knees  and  end  timbers  or 


Scale  of  Feet, 

12  3  4 


Fig.  420. — Eight  Wheel  Vestibule  Car. 


r 

jpr 

n 

T 

f 

Alrf’.'  t  /Rail  W(iyfl:n  iTrna  t'y'Y 


Fig.  421. — Twenty-five  and  a  Half  Foot  Double  Deck  Car — J.  G.  Brill  Co. 
ness,  tongued  and  grooved  or  jointed  and  fast-  crown  pieces  are  conveniently  put  on  by  turning 
ened  with  screws  to  the  cross  ties  and  braces,  all  the  frame  upside  down.  This  is  not  necessary,  how- 
the  top  surfaces  of  the  latter  having  first  been  given  ever.  The  crown  pieces  should  be  two  or  three 


234 


STREET  RAILWAYS 


0 ] 2 


Fig.  422. — Sixteen  Foot  Vestibule  Electric  Car. 


Fig.  423. — Eight  Wheel  Closed  Car — Truss  Rods  Omitted, 


Scale  of  Feet. 

91  3345  6  78  9  Ip 

Fig.  424. — Eight  Wheel  Closed  Car — Puilman’s  Palace  Car  Co. 


236 


STREET  RAILWAYS. 


inches  thick,  and  of  sufficient  length  to  come  out  as 
far  as  the  side  sills  of  the  car,  and  the  outside  knees 


Fig.  426. — Combined  Open  and  Closed  Car. — Also 
Built  with  a  Double  Deck. 

should  be  set  back  far 
enough  to  make  room 
for  the  side  steps,  and 
also  spaced  to  provide 
for  placing  the  rheos¬ 
tat  under  the  platform 
if  one  is  to  be  employ¬ 
ed.  Fig.  407.  The  plat¬ 
form  is  usually  so  con¬ 
nected  that  it  may  be 
detached  from  the 
body.  The  platform 
floor  is  commonly 
laid  with  oak,  but  may 
be  of  the  same  ma¬ 
terial  as  the  car  floor. 


The  platform  is  now  delivered  to  the  body  build¬ 
ers  where  it  is  supported,  preferably,  under  the 
middle  by  a  low  two  or  four  wheel  truck,  (Figs. 
413  and  414),  upon  which  it  can  be  moved  about  the 
shop  as  the  work  progresses.  Low  horses,  a  trifle 
higher  than  the  truck,  are  placed  under  each  end 
so  that  the  frame  will  sag  a  little  in  the  middle,  as 
it  helps  to  strengthen  the  car  and  prevent  the 
ends  when  finished  from  drooping,  as  they  are  liable 
to  do  with  heavy  loads,  if  built  straight  and  mount¬ 
ed  upon  trucks  with  a  short  wheel  base. 

The  side  posts  (pillars,  Fig.  405),  which  have  pre¬ 
viously  been  grooved  by  machinery  to  provide  runs 
for  the  window  sash  and  blinds,  are  next  set  up  in 
mortises  cut  in  the  side  sills,  all  mortises  and  joints 
being  covered  with  white  lead  before  the  union  is 
made.  These  posts  are  usually  of  asl\  (dark  colors 
being  employed  for  closed  cars  and  light -colors  for 


Fig  427. — Double  Deck,  Centre  Aisle  Car — J.  G.  Brill  Co. 


CAR  BUILDING. 


237 


open  cars),  one  and  one-eighth  inches  to  one  and 
one-half  inches  thick.  Being  set  in  the  mortises 
they  are  firmly  held  in  place  by  strap  bolts  which 
come  up  through  the  sills  with  the  strap  portion 
extending  up  several  inches  on  the  inside  of  the 
lower  end  of  the  post.  The  corner  posts  come 
next,  and  these  should  be  3^  X  5  ins.  at  least 
(Fig.  406).  Door  posts  should  be  heavy  enough  to 
allow  of  a  groove  down  the  centre  for  a  tie  rod 
which  fastens  the  head  rail  and  pillars  down  to  the 
end  sills,  and  a  groove  for  the  electric  wire  which 
leads  through  to  the  roof.  The  end  may  be  put 
together  on  the  bottom  of  the  car  and  then  raised 
into  position. 


wood  and,  having  previously  been  bent  to  the  proper 
shape  and  dried,  are  put  in  place  and  blocked,  the 
lower  outside  first,  after  which  the  ends  of  the  car 
are  panelled  up,  care  being  taken  that  the  pan¬ 
els  are  all  up  to  the  ribs.  The  whole  inside  is 
then  covered  with  scrims  put  on  with  hot  glue  and 
painted,  when  it  is  left  all  night  to  set.  Next 
morning  the  panels  are  all  dressed  off  and  sand¬ 
papered,  when  the  painter  gives  them  a  coat  of  oil 
priming  and  the  work  is  left  to  stand  over  night. 
The  truss  rods  are  now  added,  when  the  braces 
and  stretchers  are  taken  out  and  the  car  is  ready 
for  the  roof. 

The  truss  rods  may  be  anchored  as  shown  in  Fig. 


Erect  temporary  scaffolding  on  which  to  stand 
and  put  on  the  plate,  and  fasten  stretchers  across 
the  top,  making  the  sides  the  same  width  at  the  top 
as  at  the  belt  rail.  Square  everything  true  and  put 
on  the  belt  rails  which  are  commonly  halved  on  the 
posts.  The  work  on  the  belt  rail,  if  laid  out  from 
the  mortises  in  the  sills,  will  bring  the  space  between 
the  posts  of  the  same  width  all  the  way  up.  Add 
the  convex  and  concave  ribs,  according  to  the  curv¬ 
ature  of  the  sides,  then  the  drip  rail  and  the  letter 
board.  The  sash  rails,  light  rails,  strainer  rails, 
straight  ribs  and  head  rail  of  the  ends  are  next 
added  and  primed,  when  the  frame  is  made  ready 
for  the  panels.  These  are  usually  made  of  white 


403,  or  in  Figs.  407  and  408.  In  some  shops  a  dif¬ 
ferent  method  of  construction  is  followed  for  long 
double  truck  cars,  which  is  designed  to  do  away 
with  truss  rods.  As  shown  in  Fig.  423,  the  bracing 
consists  of  angle  pieces  of  boards  (a)  bearing  partly 
on  the  side  posts,  sash  rests  and  side  sills,  and 
secured  by  glue  and  clinch  nails  to  longitudinal 
pieces  ( b )  of  the  same  material.  The  longitudinal 
pieces  extend  the  full  length  of  the  car  and  have  a 
shoulder  rest  on  each  post  by  means  of  a  groove 
one-eighth  of  an  inch  deep.  The  outside  sheeting 
(c)  consists  of  narrow  pieces  of  boards  put  on  ver¬ 
tically,  with  white  lead  in  the  joints  and  glued  and 
nailed  to  the  longitudinal  pieces.  Before  applying 


STREET  RAILWAYS. 


238 


this  trussing  the  middle  of  the  car  should  be 
slightly  arched,  and  when  completed  this  construc¬ 
tion  will  have  great  strength. 

The  roof,  which  may  be  made  plain  or 
.  after  some  one  of  the  monitor  or  Bom¬ 
bay  types  (Fig.  412),  is  usually  prepared 
in  the  cabinet  shop,  or  may  be  made  by 
the  body  builders  who  work  on  it  at  in¬ 
tervals.  The  frame,  which  may  be  of 
ash  or  oak,  depending  upon  the  pro¬ 
posed  inside  finish,  should  be  strong, 
with  from  three  to  five  compound  car¬ 
lines  to  support  the  weight  of  the  trolley 
stand  and  prevent  the  sides  from  bulg¬ 
ing.  Compound  carlines  are  usually 
made  of  flat  wrought  iron  or  steel  strips 
which,  being  reinforced  on  each  side 
with  half  round  wood,  bolted  through, 


or  methods  of  roof  framing,  which  make  a  very 
substantial  construction,  or  remove  the  weight  of 
the  trolley  from  the  central  portion  of  the  car  roof. 


Fig.  429. — Open  Grip  Car — J.  G.  Brill  Co. 


have  the  appearance,  when  finished,  of  the  ordinary 
wooden  carlines.  Compound  carlines  do  not  in 
all  cases  prevent  the  roof  from  settling,  or  sides  of 
the  car  from  bulging ;  hence,  certain  builders 
adopt  some  of  the  well  known  patented  devices 


One  method  employs  a  wide  board,  slightly 
arched,  extending  the  length  of  the  body,  with  the 
ends  resting  on  metal  straps,  which  are  attached  to 
the  end  of  a  tension  rod,  blocks  being  inserted  to 
keep  the  compression  and  tension  members  of  the 


CAR  BUILDING. 


239 


Fig.  430.. — Electric  Snow  Sweeper — Lewis  &  Fowler  Manufacturing  Co. 


Fig.  431. — Enlarged  Section  of  Fig.  430. 


Centre  1  ine 


240 


STREET  RAILWAYS. 


truss  at  proper  distance  apart  (Fig.  434).  Another 
method  consists  in  framing  the  ventilator  rails  and 
uprights  in  an  arched  form  which  is  strengthened 


A. 


t= 

1  ll  II  II  1 

[_  ■ 

Fig.  432. — Inner  Lining  of  Ceiling  Before  and  After  Moulding. 
by  means  of  truss  rods  running  from  end  to  end 
of  the  car  immediately  under  the  bottom  ventilator 
rails  (Fig.  435).  A  third  method  which  is  designed 
to  relieve  the  roof 
from  the  weight  of 
the  trolley  is  shown 
in  Fig.  433,  and  con¬ 
sists  in  placing  two 
thick  planks  parallel 
to  each  other  above 
the  roof  and  support¬ 
ing  the  ends  on  rub¬ 
ber  bearings  above  the  end  framing. 

The  roof  covering  may  consist  of  half  inch  ash 
boards,  bevelled  or  rounded  on  the  under  edges,  or 
of  three-ply  veneer,  depending  upon  the  proposed 
inside  finish.  Oak  or  birdseye  maple  veneer,  firmly 
fitted  on  top  of  the  carlines,  makes  a  very  strong 
roof  for  carrying  the  trolley  stand,  and  being  deco¬ 
rated  makes  a  fine  inside  finish,  especially  where  oak 
carlines  are  employed  to  match  the  oak  veneer. 

The  roof  being  in  place,  it  is  slightly  shored  up  in 
the  middle,  when  the  ends  are  fastened  to  the  head 
rail,  and  the  carlines  to  the  eaves-plates  which 


have  been  previously  mortised  to  receive  them. 
The  edges  are  then  dressed  off,  when  the  roof 
is  given  a  priming  coat,  the  nail  holes  filled  with 
putty,  and  after  drying,  the  roof 
cloth,  which  consists  of  heavy  can¬ 
vas  (laid  in  white  lead),  is  put  on, 
stretched  very  tight  and  tacked 
under  the  outer  edges.  The  eaves 
moulding  is  then  put  on  and  the 
car  is  ready  for  the  hood  which  is 
really  an  extension  of  the  roof  over 
the  platforms,  but  so  put  on  as  to 
be  readily  removed,  for  convenience 
in  shipping.  In  vestibule  cars, 
however,  the  hood  constitutes  the 
roof  of  the  cab  and  is  framed  with 
it.  The  hood  is  made  on  a  form 
in  the  shop,  and  covered  with  a 
canvas  the  same  as  the  roof,  when 
it  is  put  up  and  bolted  to  the 
head  rail.  The  water  table  is  then 


Street  Railway  Journal  N.Y. 


added  and  the  entire  roof  is  covered  with  a  coat 
of  mineral  paint  or  white  lead. 

The  scaffolding  being  removed,  work  on  the  body 


.A 


is  resumed.  A  moulding  of  half  oval  iron  is  next 
put  on  over  the  top  panel  joint  which  extends 
around  the  corner  posts  to  the  door  posts.  This  is 
usually  put  on  with  screws,  and  the  heads  being 
filed  off  it  makes  a  neat  looking  job.  Next,  a  fender 


CAR  BUILDING. 


241 


rail  is  added,  which  is  placed  over  the  joint  be¬ 
tween  the  upper  and  lower  panels,  and  being  fin¬ 
ished  with  an  iron  moulding  as  described  above, 


Fig,  434. 


numbered,  they  are  taken  out  and  sent  to  the 
paint  shop  for  finishing.  To  produce  a  carline 
finish,  in  case  veneer  is  not  employed  for  the  roof, 

the  ceiling  between  the 
carlines  is  covered  with 
veneer.  Oak,  birdseye 
maple  and  birch  veneer 
is  employed,  and  may 
be  left  plain  or  per¬ 
forated  and  decorated. 
Matched  roof  boards  of 


■y 

Fig.  435. — Monito.r  Framing — Brownell  Car  Co 
serves  to  protect  the  panels  from  coming  in  contact  different  colored  woods  make  a  tasty  ceiling  finish, 
with  street  vehicles.  A  plain  flat  band  moulding  Sometimes  the  entire  heading  consists  of  veneer, 
covers  the  end  joint  of  the  upper  panel  and  a  corner  fastened  to  the  under  side  of  the  carlines,  and 
iron  the  joint  of  the  lower  or 
concave  panel.  One  or  two 
flat,  vertical  mouldings  of 
wood  or  strap  iron  on  a  line 
with  the  side  posts  may  be 
added,  which  divide  the  side 
into  panels  of  different  sizes 
and  improve  the  appearance. 

The  iron  dash  posts,  dashers, 
brake  staffs,  bumpers  and 
controlling  stand  are  next  put 
in  place  and  all  iron  work 
given  a  coat  of  paint.  The 
dashers  are  usually  made  of 
sheet  iron  or  steel,  but  in 
some  cases  wire  is  employed. 

The  sash  doors  and  blinds, 
which  have  been  made  in  the 
cabinet  department,  are  next 
fitted,  each  to  its  place,  num¬ 
bered  and  given  the  car  num¬ 
ber,  when  they  are  sent  to 
the  paint  shop  for  finishing, 
after  which  the  glass  is  set  and 
the  sashes  are  rubbed  down 
and  varnished. 

The  overhead  and  bottom 


Fig.  436. — Interior  of  Car — John  Stephenson  Co.,  Limited. 


tracks  for  doors  are  next  laid  down,  door  guards  brought  down  to  the  top  of  the  plates.  Orna- 
put  on,  doors  hung,  head  linings  fitted,  also  end  mental  panels  of  different  colored  woods  are  fre- 
linings,  heel  boards,  seat  rails,  stove  box,  mould-  quently  introduced  into  the  ceiling  with  pleasing 
ings  and  curtain  fixtures.  Then,  all  parts  being  effect  (See  Fig.  432). 


242 


STREET  RAILWAYS. 


The  body  now  goes  to  the  paint  shop,  where  a 
rough  coat  is  first  put  on,  the  entire  surface  scoured 
down,  and  the  car  is  made  ready  for  the  electric 
wires  which  are  put  in  by  experts,  which  work 
should  be  done  before  the  inside  finish  is  applied 
to  the  car.  The  tinners  also  put  in  the  end  lamps 
and  flues,  stove  pipe  thimbles  and  the  piping,  if  the 
cars  are  to  be  lighted  with  gas.  The  sash  doors 
and  blinds  are  now  put  back  and  the  car  is  left 
with  the  painter  to  finish  and  decorate. 

PAINTING. 

The  painting  department  should  be  assigned  to 
commodious  quarters,  carefully  partitioned  off  to 
exclude  dust  and  insects,  and  the  room  should  be 
constructed  to  provide  ample  light  all  around,  and, 
in  order  to  facilitate  the  work  and  cause  the  oil  to 
penetrate  deep  into  the  wood,  should  be  warmed  in 
winter  to  an  average  temperature  of  seventy-five 
degrees.  The  method  of  mixing  the  paints  and  the 
time  allowed  for  the  different  coats  to  dry,  depend 
somewhat  upon  the  time  limit  for  filling  the  order 
and  the  climate  of  the  locality  where  the  cars  are 
to  be  put  in  service.  When  durability  and  high 
finish  are  sought,  time  is  an  important  factor.  To 
meet  the  different  conditions  we  give  two  methods 
of  practice,  the  first  when  haste  is  important,  as  in 
filling  large  orders,  and  the  second  when  time  is  not 
a  condition. 

The  foreman  must  keep  a  sharp  lookout  for  all 
new  work  as  it  advances,  and  order  the  priming  coat 
put  on  before  the  body  leaves  the  erecting  shop, 
which  can  be  done  in  an  hour,  but  will  often  ad¬ 
vance  the  work  at  least  a  day.  A  good  priming 
coat  consists  of  pure  lead  mixed  with  two  parts 
boiled  oil,  one  part  raw  oil,  a  little  elastic  japan,  and 
sufficient  turpentine  to  cause  it  to  work  freely  under 
the  brush.  This  should  be  thoroughly  brushed 
into  the  pores  of  the  wood,  care  being  taken  to 
introduce  the  color  into  the  nail  and  screw  holes, 
unless  these  are  too  large,  in  which  case  they  should 
first  be  filled  with  wood  buttons  glued  in,  or  with  a 
mixture  of  sawdust  and  glue.  When  wood  buttons 
or  plugs  are  employed  they  should  be  formed  so 
that  the  grain  conforms  to  that  of  the  surface 


filled.  Where  putty  is  employed  for  filling  large 
holes,  it  is  apt  to  crack  and  fall  out  after  the  car  is 
put  in  service.  After  drying,  the  priming  is  sand¬ 
papered  lightly,  when  the  first  coat  is  laid  on.  This 
may  consist  of  pure  lead  (ten  pounds)  mixed  with 
one  pint  of  boiled  oil,  one  pint  of  elastic  japan 
reduced  with  turpentine.  All  nail  and  screw  holes 
are  now  filled  with  putty,  and  in  doing  this  care 
should  be  taken  to  so  introduce  the  putty  that  all 
the  air  will  be  excluded,  for  should  there  be  a  bub¬ 
ble  of  air  confined  by  the  putty  it  will  expand  and 
bulge  the  surface.  To  produce  a  good  job  the 
puttying  should  be  done  at  two  operations.  At  the 
first,  the  hole  is  not  entirely  filled,  but  the  putty 
is  scooped  out  with  the  corner  of  the  knife,  leaving 
it  rough  and  slightly  below  the  surface,  to  give  firm 
hold  to  the  second  filling  which  is  added  after  the 
first  is  sufficiently  dry,  producing  a  smooth  surface. 
When  this  is  dry  it  is  rubbed  down,  and  then  the 
second  coat  of  paint  (mixed  the  same  as  the  first) 
is  applied. 

Two  or  three  coats  of  rough  stuff,  consisting  of 
English  or  American  filling,  are  next  laid  on,  not 
over  two  coats  a  day,  however,  and  better  only  one 
if  there  is  time.  When  sufficently  dry  the  entire  sur¬ 
face  is  thoroughly  rubbed  down  with  pumice  stone, 
or  better,  with  Schumacker’s  rubbing  brick  which  is 
manufactured  in  different  grades,  fine,  medium  and 
coarse.  Before  rubbing,  however,  it  is  a  good  plan 
to  add  a  coat  of  stain  as  a  guide  to  a  level  surface. 
This  may  be  made  of  varnish  an-d  japan,  in  equal 
parts,  thinned  with  turpentine,  or  dry  umber,  ochre 
or  lamp  black  may  be  used,  depending  upon  the 
color  of  the  rough  stuff.  After  drying  for  an  hour 
or  two  the  rubbing  may  follow.  After  being  sur¬ 
faced  and  washed,  the  body  should  be  left  at  least 
twelve  hours  to  dry,  before  the  next  coat  is  added. 

The  surface  is  now  ready  for  its  final  color.  If 
this  is  to  be  a  transparent  color  the  surfaced  panels 
must  receive  a  preparatory  coat  which  should  be 
as  near  the  desired  color  as  possible.  If  it  is  to  be 
finished  in  an  opaque  color  this  can  be  applied  at 
once,  and  consists  usually  of  a  japan  or  quick  dry¬ 
ing  color  which  is  laid  on  in  two  coats  and  fol¬ 
lowed  with  clear  varnish,  or  color  and  varnish. 


CAR  BUILDING. 


243 


The  surface  being  flattened,  it  is  prepared  for 
striping,  lettering  and  ornamenting.  The  designs 
for  letters  and  outside  decorating  may  first  be 
drawn  in  outline,  full  size,  on  heavy  manilla  paper, 
which  is  then  perforated  with  a  pinking  wheel  or 
picker,  care  being  taken  to  follow,  every  line  of  the 
pattern.  The  perforated  sheet  is  then  securely 
fastened  to  the  surface  to  be  decorated,  when  the 
designs  are  transferred  by  means  of  a  pouncing 
bag,  light  or  dark  colored  powders  (gilder’s  whit¬ 
ing,  dry  umber  or  charcoal)  being  used,  according 
as  the  surface  is  dark  or  light.  The  colors  or  gild¬ 
ing  then  follow.  After  this  work  is  done  the  body 
goes  to  the  varnish  room  where  two  coats,  one  of 
rubbing  one  of  finishing  varnish,  are  applied,  the 
first  being  carefully  rubbed  down  ;  all  of  which 
can  be  done  in  about  sixteen  days  after  the  car 
reaches  the  paint  shop. 

When  the  time  is  not  limited  the  following  for¬ 
mula  and  practice  may  be  followed  for  a  first  class 
job:  The  priming  coat  may  consist  of  keg  lead  with 
pure  raw  oil  mixed  to  about  the  consistency  of 
milk;  this  being  well  brushed  into  the  pores,  screw 
and  nail  holes,  is  left  to  dry  three  or  four  days, 
when  it  is  sandpapered  lightly.  The  first  coat,  con¬ 
sisting  of  keg  lead  mixed  with  raw  oil  two  parts, 
japan  one  part,  with  enough  turpentine  to  make  it 
work  easily,  is  next  laid  on,  and  after  two  days  the 
holes  are  carefully  filled  with  putty  which  is  made 
of  dry  white  lead  mixed  with  equal  parts  of  japan 
and  rubbing  varnish.  After  the  putty  is  dry  the 
surface  is  again  sandpapered.  The  body  is  now 
ready  for  the  second  coat  which  may  consist  of  one 
part  keg  lead,  two  parts  raw  oil  mixed  thick  with 
japan  and  then  thinned  with  turpentine.  The 
rough  places  are  now  filled  with  soft  putty,  and 
after  this  becomes  dry  it  is  smoothed  off  and  the  sur¬ 
face  is  ready  for  the  next  coat  which  consists  of  keg 
lead  mixed  thick  with  turpentine,  to  which  is 
added  a  little  oil,  japan  and  rubbing  varnish  to 
bind  the  coat  well.  After  drying,  three  or  four 
coats  or  enough  to  fill  the  work  are  next  laid  on. 
These  coats  consist  of  English  filling  three  parts 
(light  for  light  grounds,  and  dark  for  dark  grounds) 
dry  white  lead  two  parts,  keg  lead  one  part,  mixed 


with  japan  two  parts,  rubbing  varnish  one  part,  and 
turpentine  to  thin  properly.  This  being  rubbed 
down  and  cleaned,  the  colors  are  applied  until  the 
surfaces  are  properly  covered.  Rubbing  varnish  is 
next  applied  and  being  thoroughly  rubbed  down 
with  pumice  stone,  the  lettering  and  ornamenta¬ 
tion  may  follow,  and  this  is  usually  done  by  another 
class  of  workmen.  After  being  rubbed  down  well, 
finishing  varnish  is  applied.  If  each  coat  has  dried 
properly,  paint  applied  in  this  manner  will  last  for 
years  without  cracking,  peeling  or  fading.  To 
produce  the  smooth,  ivory-like  finish  which  some 
fine  cars  present,  it  sometimes  requires  as  many  as 
fifteen  coats  of  paint  and  varnish.  The  outside  dec¬ 
oration  should  be  solid,  plain  and  neat  ;  too  many 
large  scrolls  sometimes  spoil  the  beauty  of  a  car. 

The  inside  finish  is  now  put  on  by  another  class 
of  workmen,  and  in  some  respects  this  is  the  most 
particular  work  on  the  car.  The  ornamentation 
may  be  plain  or  rich  as  the  taste  may  demand.  The 
headings  are  often  finished  in  hand  painted  de¬ 
signs,  including  landscapes,  figures  of  men  and  ani¬ 
mals,  wreaths  of  autumn  leaves,  spring  flowers  and 
vines,  or  they  may  be  ornamented  with  stencil  work 
or  covered  with  stucco.  The  woodwork  is  some¬ 
times  finished  dull  and  sometimes  in  bright  colors. 
If  dull  finish  is  wanted,  the  surface  should  be  flat¬ 
tened.  All  woodwork  after  filling  may  be  treated 
with  rubbing  varnish. 

The  above  methods  are  subject  to  modifications 
depending  upon  conditions.  For  instance:  For 
work  that  is  to  be  put  in  service  near  the  sea  shore 
where  the  air  is  keen  and  salty,  plenty  of  raw  oil 
should  be  used  in  mixing  the  paints,  while  japan 
should  be  avoided,  but  in  case  a  little  must  be  used 
to  hasten  the  drying,  it  should  be  mixed  with  gold 
size  and  spar  varnish.  The  same  is  true  for  cold 
climates,  in  which  case  the  primary  coat  may  be 
pure  raw  oil. 

Both  hard  and  soft  putty  are  employed  in  car 
building  ;  the  former  is  made  by  mixing,  say,  five 
pounds  of  dry  white  lead  with  japan  and  rubbing  var¬ 
nish  half  and  half,  to  which  is  added  a  little  turpen¬ 
tine  and  a  small  quantity  (half  an  ounce)  of  keg  lead. 
Soft  putty  is  made  of  dry  white  lead  and  gilder’s 


244 


STREET  RAILWAYS. 


whiting,  half  and  half,  mixed  with  keg  lead  one- 
third,  thinned  with  boiled  oil,  and  about  one  gill  of 
light  brown  varnish  to  five  pounds  of  putty.  Be¬ 
fore  paint  is  applied  to  panels  or  sills  all  sap  por¬ 
tions  should  receive  a  coat  of  white  shellac.  In  case 
sills  are  season  checked  the  checks  should  first  be 
filled  with  a  paste  made  of  fine  sawdust  and  glue 
and  left  to  dry  before  painting.  Before  applying 
paint  to  old  cars,  such  portions  as  have  become 
covered  with  oil  or  grease  should  be  carefully 
cleaned  and  covered  with  a  coat  of  shellac. 

Rough  stuff  or  filling-coat  may  be  purchased 
from  dealers  ready  prepared  for  use,  or  may  be 
made  in  the  shop  as  follows  : 

For  dark  filling  mix  common  yellow  ochre  with 
brown  japan  (one-half)  and  rubbing  varnish  (one- 
fourth),  thin  with  turpentine.  For  white  work,  mix 
thoroughly  ten  pounds  of  dry,  white  lead,  two 
pounds  of  ground  pumice  stone  No.  i y2,  one  quart 
of  rubbing  varnish,  one  quart  of  light  brown  japan 
varnish,  two  pounds  of  keg  lead.  Transparent 
colors  should  be  handled  quickly,  and  laps  on  large 
panels  should  be  avoided.  Lay  off  vertically  and 
keep  a  cool  edge  (as  the  painters  express  it). 

Before  applying  the  varnish  the  surface  should  be 
carefully  washed,  special  attention  being  given  to 
remove  the  pumice  stone  from  corners  and  crevices, 
otherwise  the  work  will  be  full  of  specks  and  look 
dirty.  Fine  rubbing  powder,  not  coarser  than  No. 
i  or  Y-2,  should  be  employed  for  treating  the  rubbing 
varnish  coats,  and  the  more  time  taken  for  this  pro¬ 
cess  the  more  satisfactory  the  job.  Head  linings, 
after  being  carfully  sandpapered  and  cleaned,  are 
treated  first  to  a  coat  of  filling,  which  may  be  made 
made  of  corn  starch  mixed  as  directed  for  soft  putty. 
After  this  begins  to  stiffen  and  turn  white  rub  thor¬ 
oughly  against  the  grain  with  a  bunch  of  Excelsior. 
When  this  is  thoroughly  dry  apply  one  or  two 
coats  of  shellac.  If  two  are  put  on  sandpaper  the 
first  carefully,  then  add  rubbing  varnish  one  or 
two  coats,  and  follow  with  the  ornamenting.  After 
the  ornamenting  and  striping  is  finished  add  one  or 
two  coats  of  varnish. 

To  flat  varnish  rub  with  a  piece  of  thick  felt  and 
ground  pumice  stone,  then  wash  thoroughly,  using 


a  soft  sponge  and  plenty  of  water,  and  dry  off  with 
a  piece  of  chamois. 

To  prepare  old  cars  for  repainting,  if  the  paint  is 
not  badly  cracked, rub  the  lettering  and  ornamenting 
to  a  close  surface  with  rubbing  brick,  then  apply  a 
preparatory  coat,*and  when  dry  putty  up  dents  and 
scratches.  After  three  or  four  hours,  put  on  with  a 
broad  knife  a  plaster  putty  coat,  and  when  this  has 
hardened,  sandpaper.  In  case  the  paint  is  crack¬ 
ed  it  will  be  necessary  to  burn  it  off,  which  can  be 
done  with  a  Wellington  lamp,  using  benzine  for 
fuel  (Fig.  437.)  Begin  on  the  right,  so  as  to  back 
away  from  the  flame,  and  scrape  off  the  paint  with 
a  broad  knife  or  with  a  putty  knife.  After  burning, 
sandpaper  well  and  prime  with  keg  lead,  and 
plaster  as  before. 

It  sometimes  happens  that  the  panels  or  sides  of 
a  highly  finished  and  handsomely  decorated  car  be¬ 


come  broken  or  defaced  soon  after  being  put  in 
service,  in  which  case  it  requires  great  skill  to  re¬ 
pair  and  repaint  so  that  the  new  work  will  corre¬ 
spond  with  the  original  designs.  These  may  be 
copied,  however,  in  the  following  manner  : 

Trace  over  the  outlines  of  the  uninjured  designs 
with  a  paint  made  of  lamp  black,  raw  oil  and  a 
little  turpentine,  using  a  fine  camel  hair  pencil. 
Lay  over  this  a  sheet  of  heavy  drawing  paper,  care¬ 
fully  fitted,  and  hold  in  place  and  rub  over  the 
entire  surface  evenly  with  the  flat  of  the  hand.  The 
sheet,  on  being  removed,  will  have  an  exact  copy  of 
the  design,  when  it  may  be  secured  to  a  flat  board, 
and  perforated  as  described  above  for  original  de¬ 
signs.  Place  this  sheet  over  the  new  surface  and 
pounce  the  same  as  for  new  work,  when  a  dupli¬ 
cate  copy  of  th'*  original  will  be  transferred  to  the 


CAR  BUILDING. 


245 


Fig.  438. 

Striping  and  lettering  in  gold.  Ornaments  shaded  with  asphaltum.  Striping  and  lettering  edged. 


Fig.  439. 


Ornaments  gold.  Striping  same.  Lettering  nickel  edged  and  cast  shadow.  Natural  tint  for  ground  work  on  panel. 

Ornaments  shaded  or  edged,  or  both,  as  desired. 


Fig.  440. — Ornamental  Designs  and  Lettering  for  Half  Main  Panel. 


Ornaments  gold,  edged  with  neutral  tint.  Letters  and  broad  line  nickel  edged.  Fine  line  gold.,  Rosettes 

gold  shaded  and  edged. 


246 


STREET  RAILWAYS 


new  work.  Remove  the  perforated  sheet,  fasten  it  by  the  head  painter  in  making  the  designs  for  letters 
again  to  a  flat  board,  and  with  colored  crayons  and  ornamentation,  and  in  so  blending  the  finishing 
copy  the  shades  of  the  originals.  This  being  put  colors  that  they  will  harmonize.  Care  must  also  be 


Fig,  441. — Designs  for  Main  Panel  Ornaments. 


In  a  convenient  position,  will  save  time  and  aid  the 
painter  to  produce  an  exact  copy. 

The  appearance  of  a  finished  car  will  depend  large¬ 
ly  upon  the  skill  and  taste  that  have  been  exercised 


exercised  in  selecting  the  colors,  that,  when  faded 
even,  some  degree  of  harmony  will  be  preserved. 

In  the  direction  of  outside  ornamentation  and  let¬ 
tering  there  is  a  broad  field  in  which  a  painter  can 


CAR  BUILDING. 


247 


exercise  his  ingenuity.  No  set  designs  for  copying 
can  be  given,  which  will  be  suitable  in  all  cases, 
but  a  few  are  presented  in  this  connection  which 
may  suggest  to  the  thoughtful  painter  other  con¬ 
ventional  forms  which  he  can  introduce  with  pleas¬ 
ing  effect  (Fig.  438). 

The  seats  may  be  upholstered  with  hair  or  rat¬ 
tan  cushions,  or  seats  and  backs  may  be  made  of 
perforated  veneer  covered  with  Wilton  carpet.  In 
some  cases  builders  have  seat  carpeting  woven  in 
special  designs.  If  window  curtains  are  employed, 
they  should  be  of  durable  material  (Russia  leather) 
and  mounted  on  self  acting  stop  rollers  with  brass 
guide  rods.  In  some  climates,  neither  curtains, 
cushions  nor  carpeting  can  be  employed,  owing  to 
their  furnishing  a  harbor  for  insects. 

The  floor  may  be  covered  with  matting  made  of 
wood,  wire  or  jute.  A  very  durable  floor  finish, 
known  as  the  Everett  system,  consists  in  reinforcing 
the  plank  with  narrow  wooden  strips,  about  half  an 
inch  apart,  laid  lengthwise  in  closed  cars,  and  cross¬ 
wise  in  open  cars  and  fastened  with  screws.  To 
prevent  warping,  the  strips  should  be  divided  into 
sections  of  three  or  four  feet.  In  some  cases  the 
floors  are  first  covered  with  linoleum  before  the 
strips  are  put  down. 

The  bronze  trimmings  are  next  put  on,  and  in¬ 
clude  the  end  window  guard  rods,  window  lifts, 
strap  pole  brackets,  bell  bushings  and  bells,  fare 
wickets,  brake  handles,  etc. 

The  body  being  sufficiently  elevated  the  truck  is 
run  under,  body  lowered  and  sills  attached  to  the 
truck.  The  spring  box,  radiating  draw  bar,  and 
carriers  are  now  added,  all  wires  are  connected, 
the  trolley  stand  is  put  in  place,  when  the  car  is 
run  out  and  is  ready  for  the  road  or  for  shipping. 

CAR  TRUCKS. 

The  advent  of  mechanical  traction  has  necessi¬ 
tated  the  employment  of  an  independent  truck  for 
supporting  the  motors,  which  would  relieve  the 
body  from  the  weight  and  strain,  and  permit  of  its 
being  readily  removed. 

Truck  building  is  made  a  business  by  itself,  and 
it  is  not  necessarily  carried  on  where  the  coaches 
are  made,  although  most  car  shops  have  a  truck 


department,  and  make  some  special  type  of  truck. 
Trucks  are  made  in  a  great  variety,  adapted  to  the 
various  forms  of  motors  and  power  employed,  and 
purchasers  of  street  cars  usually  specify  the  style 
and  make  of  truck  upon  which  they  wish  their  cars 
to  be  mounted. 

Trucks  are  not  only  modelled  to  suit  the  different 
types  of  motors  employed,  but  also  for  use  under 
long  and  short  cars  employing  the  same  motors, 
while  in  the  material  used  and  in  the  method  of 
construction  we  find  a  wide  range  of  practice. 
This  is  not  surprising,  for  in  horse  car  practice  we 
still  find  many  forms  of  running  gear,  with  no  ap¬ 
proach  to  a  universal  standard,  except  it  be  in  the 
matter  of  a  journal  box,  which,  fortunately,  is  ad¬ 
mirably  adapted  for  use  with  mechanically  propel¬ 
led  cars.  But  the  running  gear  of  a  four  wheel 
horse  or  trail  car  cannot  be  regarded  as  a  truck  in 
the  sense  in  which  the  term  is  applied  to  the  com¬ 
bined  appliances  upon  which  the  bodies  of  mechan¬ 
ically  propelled  cars  are  mounted.  Hence,  the  self 
contained  motor  truck  is  of  comparatively  recent 
origin,  and  may  be  said  to  have  had  its  birth  with 
the  advent  of  electric  traction.  It  is  true  that 
rigid  frames  have  been  employed  in  the  construc¬ 
tion  of  trucks  for  steam  and  gas  motors  and  for 
grip  cars,  but  nothing  growing  out  of  the  experi¬ 
ence  had  with  these  trucks,  nor,  indeed,  from  steam 
railway  practice,  serves  as  a  guide  in  the  construc¬ 
tion  of  electric  trucks  so  that  they  will  meet  the 
peculiar  conditions  under  which  electric  railways 
are  constructed  and  operated.  Hence,  it  is  not 
surprising  that  radical  defects  have  heretofore  en¬ 
tered  into  truck  construction,  attended  with  dam¬ 
aging  and  fatal  results  to  motor,  car  body  and 
track,  as  the  scrap  heap  of  many  a  street  railway 
can  testify.  The  cause  of  failure  in  some  cases  and 
of  success  in  others  is  owing,  no  doubt,  to  the 
methods  followed  by  the  inventors.  One  class  in¬ 
vented  a  theory,  and  then  denied  or  ignored  facts 
which  demonstrated  its  fallacy,  while  the  other 
class  ascertained  and  studied  the  facts  and  worked 
along  the  line  of  scientific  truth  evolved  from  the 
plain  teachings  of  experience.  While  gratifying 
success  has  crowned  the  labors  of  the  latter  class, 


248 


STREET  RAILWAYS. 


Street  Jtaflwan  J mmual—NJ 
LIST  OF  PARTS  OF  THE  TAYLOR  TRUCK. 


1.  Corner  casting. 

2.  Inside  socket  casting. 

3.  Half  elliptic  spring  plate. 

4.  Body  bearing  on  truck. 

5.  Body  bearing  on  body. 

6.  Pedestal. 

7.  Brake  hanger. 

8.  Pilot  tie  rod. 

9.  Bottom  stay  casting. 

10.  End  coil  spring  plate. 

11.  Brake  beam  clevis. 

12.  Pedestal  thimble. 

13.  Brake  release  spring. 


14.  Brake  beam  and  clevis  guide. 

15.  Brake  hanger  casting. 

16.  Brake  rod. 

17.  Motor  hanger  casting. 

18.  Pilot  hanger. 

19.  Pilot  hanger  casting. 

20.  End  truss  rod  chair. 

21.  End  *russ  rod. 

22.  Elliptic  spring. 

23.  Half  elliptic  spring. 

24.  End  channel. 

25.  Adjustment  bolt. 

26.  Brake  head. 


Fig.  442.— Taylor  Truck— Gilbert  Car  Manufacturing  Co. 


CAR  BUILDING. 


249 


27.  End  coil  spring. 

28.  Journal  brass. 

29.  King  bolt. 

30.  Brake  shoe. 

31.  Spring  clevis. 

32.  Journal  box  packing. 

33.  King  bolt  key. 

34.  Cross  bar. 

35.  Motor  hanger. 

33.  Bottom  stay. 

37.  Brake  head  key. 


38.  Pedestal  brace. 

39.  Side  frame. 

40.  Pilot. 

41.  Cross  stay. 

42.  Brake  lever. 

43.  Brake  beam. 

44.  Brake  adjustment. 

45.  Axle. 

46.  Wheel. 

T.  B.  Journal  box. 

T.  L.  Journal  box  lid. 


suits  and  serve  as  a  cure-all  for  the  many  minor 
evils  in  which  the  service  abounds.  The  possibili¬ 
ties  of  making  trucks  better  or  worse  are  almost  as 
wide  as  the  range  of  human  effort,  for  which  rea¬ 
son  it  may  not  be  idle  to  study  the  lessons  that  may 
be  drawn  from  the  logic  of  events  and  actual  prac¬ 
tice,  with  the  hope  of  a  nearer  approach  to  a  satis¬ 
factory  standard.  By  reference  to  the  accompany- 


Street  Railway  Journal Ji,  Y 


Fig.  443. — Independent  Rigid  Motor  Truck — J.  G.  Brill  Co. 


so  that  the  market  is  well  supplied  with  a  great 
many  models  and  designs  that  are  used  and  ac¬ 
cepted  as  the  best  attainable  under  the  circum¬ 
stances,  no  one  claims  that  a  standard  truck  has 
yet  been  devised,  one  that  wi/1  give  satisfactory  re- 


ing  illustrations  (Figs.  442  to  459),  it  will  be  ob¬ 
served  that  an  immense  amount  of  mechanical 
genius  has  already  been  devoted  to  improvements 
in  truck  construction,  and  that  important  changes 
are  still  being  made. 


250 


STREET  RAILWAYS. 


Trucks  are  the  fundamental  features  of  an  elec¬ 
tric  car,  and  the  details  include  many  parts,  some 
of  the  most  important  of  which  are  wheels,  axles, 
journal  boxes,  journal  bearings,  motor  bearings, 
frame,  springs,  guards  and  brake  appliances.  The 
importance  of  the  car  truck  arises  from  the  fact 


cars  are  also  employed,  and  w'.th  these  the  wheels 
and  other  necessary  appliances  are  combined  in 
two  sets  of  four  wheel  trucks,  each  of  which 
helps  to  support  the  car  body  (Figs.  453  to  455). 
The  primary  object  of  this  arrangement,  and  of  the 
six  wheel  trucks,  is  to  enable  long  car  bodies  to  be 


Fig.  444. — Peckham’s  Flexible  Non-Oscillating  Motor  Truck  with  Radial  Journal  Box. 


that  it  combines  these  parts  with  the  motor,  gears 
and  a  large  number  of  auxiliary  appliances  under 
such  conditions  that  the  aggregate  combination 
forms,  in  a  mechanical  sense,  a  car  ;  for  that  which 
is  above  the  truck  is  only  the  car  body.  There  are 
four  wheel  trucks  and  six  wheel  trucks  employed  in 
electric  traction,  the  latter  being  of  a  radial  type, 
and  chiefly  employed  under  exceptionally  long 
cars  (Fig.  452).  A  large  number  of  eight  wheel 


conveniently  moved  around  sharp  curves.  Various 
other  purposes  are  to  be  served  in  the  construction 
of  an  electric  truck,  each  of  which  must  be  consid¬ 
ered  in  attempting  to  improve  the  details  of  con¬ 
struction,  and  to  promote  the  ends  of  electric 
traction. 

The  mutual  relations  of  truck  and  track  are  an 
important  consideration,  for  no  amount  of  skill  or 
material  expended  in  the  building  of  a  truck  will 


CAR  BUILDING. 


25* 


produce  a  structure  that  will  give  prolonged  serv¬ 
ice  upon  an  uneven  and  badly  constructed  track. 

The  essential  features  of  an  electric  motor  truck 
are  strength  and  durability  without  too  great 
weight.  It  should  be  so  framed  and  braced  at  all 
points,  as  to  prevent  its  getting  out  of  square,  and 
should  not  depend  at  all  upon  the  car  body,  but 
should  rather  reinforce  the  body  framing  and  pre¬ 
vent  the  racking  of  joints.  It  would  seem  to  be  as 
simple  a  matter  to  design  a  frame  that  would  sup- 


for  attaching  the  car  body  in  such  a  manner  that 
it  may  be  readily  removed  ;  while  if  a  long  body 
is  to  be  mounted  upon  a  truck  with  a  short  wheel 
base,  provision  must  be  made  by  extending  the 
spring  base  and  providing  it  with  auxiliary  gradu¬ 
ated  springs  to  prevent  side  and  end  oscillation, 
both  with  light  and  heavy  loads  (Figs.  443  and  444). 
The  latter  requirement  is  quite  important,  not  only 
on  account  of  the  comfort  of  the  passengers,  but  be¬ 
cause  of  the  destructive  effect  of  the  oscillation  up- 


Fig.  444A. — Journal  Box  for  Radial  Gear. 


port  the  motors  and  maintain  the  gears  in  proper 
relation,  as  to  set  up  any  machine  in  which  gears 
are  employed,  but  service  develops  many  difficul¬ 
ties  that  must  be  met.  The  motor  must  be  prop¬ 
erly  insulated,  and  one  end  must  be  flexibly  sup¬ 
ported  to  relieve  the  gears  from  sudden  strains  at 
starting,  and  to  relieve  as  much  as  possible  the 
shocks  due  to  its  own  weight.  While  these  points 
cannot  be  ignored,  the  design  must  be  such  as  to 
allow  of  ready  access  to  the  different  parts  of  the 
motor,  and  to  allow  of  the  armature  and  wheels 
being  readily  removed.  The  brake  mechanism 
must  be  provided  for,  both  to  insure  reliable  action 
and  to  admit  of  adjustment  and  repairs,  and,  as  far 
as  possible,  so  mounted  as  not  to  be  subject  to  the 
spring  motion  of  the  car.  Provision  must  be  made 


on  the  wiring  and  the  car  body,  and  because  it  re¬ 
duces  the  tractive  effort  of  the  wheels  and  affects  the 
life  of  the  wheels.  This  point  has  been  generally 
overlooked,  but  a  case  is  cited  where  trucks  of  dif¬ 
ferent  types  are  employed  on  the  same  line,  both  be¬ 
ing  equipped  with  wheels  of  the  same  make  and 
operated  under  the  same  conditions,  but  on  the  one 
in  which  oscillation  is  prevented  and  the  weight 
equally  distributed  the  wheels  have  a  longer  life  ; 
and  the  car  operates  on  a  slippery  track  and 
through  snow  with  much  better  results  than  the 
one  lacking  these  provisions. 

In  case  double  trucks  are  employed,  which  carry 
only  one  motor,  it  is  desirable  to  so  pivot  the  truck 
that  the  driving  wheels  will  carry  a  large  portion 
of  the  weight  in  order  to  secure  the  maximum 


252 


STREET  RAILWAYS. 


amount  of  traction.  In  connection  with  such  an 
arrangement  the  idle  wheels  are  made  smaller  than 
the  drivers  so  that  the  truck  will  swivel  without  inter¬ 
fering  with  the  steps  or  the  car  framing,  permit¬ 
ting  of  the  body  being  mounted  several  inches 
lower  than  where  the  wheels  are  all  of  the  same 
diameter.  The  use  of  the  “waterproof”  and  other 
motors  having  the  upper  half  hinged,  make  it  nec- 


Two  types  of  cable  trucks  are  illustrated  in  Figs. 
456  and  457.  The  axles  of  the  first  are  provided 
with  drums,  on  which  the  brake  shoes  act.  This 
arrangement  prevents  the  brake  wear  on  the  car 
wheels,  and  being  usually  dry  and  free  from  mud, 
they  offer  a  better  braking  surface  than  the  car 
wheel,  and  admit  of  the  employment  of  a  wooden 
brake  shoe. 


essary  to  dispense  with  bolster  and  pivot  and  leave 
the  truck  entirely  open  in  the  centre,  so  that  access 
may  be  had  to  them  for  repairs  and  inspection 
through  the  trap  doors  of  the  floor.  Hence,  side 
bearings  must  be  provided,  which  shall  correspond 
to  arcs  having  their  pivotal  points  at  the  centre 
(Fig-  453)-  Other  types  of  motor  trucks  are  illus¬ 
trated  in  the  first  chapter. 


In  the  manufacture  and  repair  of  car  trucks,  the 
requirements,  as  we  have  seen,  are  very  exacting, 
and  include  a  number  of  parts  which  must  be  spec¬ 
ially  manufactured  for  their  construction.  Among 
the  auxiliary  industries  which  perform  important 
service  in  this  direction,  are  those  which  manu¬ 
facture  wheels,  axles  and  springs,  and,  although 
this  work  is  usually  conducted  in  independent  es¬ 
tablishments,  it  is  important  that  some  general 
knowledge  of  the  characteristics  of  these  parts  and 
details  of  manufacture  be  had  to  serve  as  a  guide  in 
their  selection  and  prevent  disastrous  mistakes,  for 
the  fortunes  of  a  company  may  be  made  or  mar¬ 
red  by  success  or  failure  in  the  selection  of  these 
three  items  alone. 


CAR  BUILDING. 


253 


Fig.  446. — Stephenson’s  Motor  Truck. 


Fig.  447. — Dorner  &  Dutton’s  Improved  Motor  Truck. 


Fig.  448. — Bemis  Car  Box  Co.’s  New  Electric  Truck 


254 


STREET  RAILWAYS. 


Fig.  440. — Trti>p  Electric  Truck  with  Roller  Bearings. 


$ 

*  n 

Fig.  450. — McGuire  Truck. 


CAR  BUILDING. 


255 


WHEELS. 

Chilled  cast  iron  wheels  constitute  the  principal 
portion  of  all  wheels  manufactured  for  street  rail¬ 
way  service,  but  the  manufacture  of  the  various 


greater  tractive  force,  and  are  safer  under  high 
speed  electric  cars.  In  regard  to  the  relative 
economy,  it  is  claimed  for  steel  tired  wheels  that 
the  extra  amount  of  service  which  they  are  usually 


Fig.  452. — Robinson  Radial  Truck. 


types  of  steel  and  steel  tired  wheels  for  motor  cars 
is  a  growing  industry,  and  the  demand  for  them 
arises  chiefly  from  the  belief  that  they  are  capable 
of  performing  a  greater  amount  of  service,  have  a 


capable  of  performing,  and  consequent  diminution 
of  the  number  of  changes  of  wheels,  compensate  for 
the  difference  in  first  cost.  This  theory  is  ably  ad¬ 
vocated  on  the  one  hand,  and  forcibly  opposed  on 


STREET  RAILWAYS. 


256 


the  other,  by  manufacturers  of  chilled  wheels  and 
some  street  railway  managers.  In  order  to  deter¬ 
mine  the  relative  value  of  each  type  of  wheel  under 
particular  conditions,  it  will  be  necessary  to  make 


that  are  very  creditable,  and  in  some  cases,  under 
favorable  circumstances,  a  degree  of  excellence  has 
been  attained  that  has  fully  met,  or  even  exceeded, 
all  reasonable  expectations,  but  unsatisfactory  re- 


Fig.  453.— Maximum  Traction  Pivotal  Truck  for  Eight  Wheel  Cars— J.  G.  Brill  Co. 


a  trial  of  different  wheels,  and  carefully  watch  their 
performance.  It  must  not  be  concluded,  however, 
that  a  poor  result  with  one  make  of  wheel  proves 
that  all  others  of  the  same  kind  are  defective. 

There  are  records  of  the  performances  of  both 
types  of  wheels,  made  by  reputable  manufacturers, 


suits  have  been  reported  in  both  cases  where  wheels 
were  furnished  at  a  price  too  low  to  afford  compen¬ 
sation  for  the  skill,  care  and  labor  necessary  in  the 
manufacture  of  a  first  class  article.  In  making  a 
choice  between  cast  and  steel  tired  wheels,  one 
must  be  governed  somewhat  by  the  reputation  of 


-33* 


CAR  BUILDING, 


257 


Bottom  of' Car  Sill 


STREET  RAILWAYS. 


258 


the  makers,  and  by  the  peculiar  conditions  existing 
on  the  line  where  the  wheels  are  to  be  put  in  service. 
For  instance  :  If  the  conditions  are  such  that  the 
flange  of  the  wheel  will  be  worn  out  before  the 
tread  needs  turning  down,  it  will  not  be  economical 
to  employ  steel  tired  wheels. 

The  manufacture  of  chilled  car  wheels  depends 
upon  the  principle  that  when  certain  kinds  of  cast 
iron  are  melted  and  poured  against  a  metallic 
mould  or  “chill,”  that  portion  of  the  iron  next 
to  the  mould  is  suddenly  cooled  and  becomes 
white  and  crystalline,  while  it  is  inseparably  united 
to  the  inner  portion  which  remains  gray  and  more 


ploy  a  “chill”  in  which  the  expansion  and  con¬ 
traction  are  controlled  by  external  means.  One  of 
the  most  popular  chills  of  this  type  is  cast  with  a 
hollow  outer  rim,  having  its  inner  face  or  chilling 
surface  divided  radially  into  inch  sections  by  a  saw 
cut,  but  further  back  by  a  wider  opening  to  secure 
ventilation.  The  application  is  about  as  follows  : 
The  mould  being  prepared,  live  steam  is  passed 
through  the  outer  hollow  rim  of  the  chill  for  a 
brief  period,  causing  it  to  expand  and  carrying  with 
it  the  chill  segments,  thus  increasing  slightly  the 
diameter  of  the  chilling  surface.  As  soon  as  the 
pouring  begins,  the  steam  is  shut  off  and  cold 


or  less  tough  and  fibrous  (Fig.  461).  Hence,  by  plac¬ 
ing  in  the  mould  a  metal  ring  having  the  form  of 
the  tread  and  flange,  the  molten  metal  surges 
against  it  as  it  is  poured,  causing  the  wearing  parts 
of  the  wheel  to  become  hard  and  very  durable. 

Formerly  the  “  chill”  consisted  exclusively  of  an 
ordinary  iron  ring,  but  in  order  to  take  advantage 
of  the  laws  of  expansion  and  contraction,  the  “con¬ 
tracting  chill  ”  has  been  devised,  which,  in  some 
form,  is  now  to  a  considerable  extent  used.  In  this 
type  of  chill  the  inner  surface  is  divided  into  seg¬ 
ments  by  means  of  slots  so  small  that  the  iron  does 
not  penetrate  therein  to  any  extent.  As  the 
metal  is  poured  the  segments  become  heated  and 
expand  inwardly,  keeping  the  inner  surface  in  con¬ 
tact  with  the  metal. 

In  order  to  increase  the  depth  of  the  chilled  sur¬ 
face  and  make  it  uniform,  some  manufacturers  em- 


water  is  admitted  to  the  chamber  of  the  chill,  caus¬ 
ing  the  rim  to  contract,  thus  holding  the  inner  sur¬ 
face  in  contact  with  the  metal  as  it  shrinks  in  cool¬ 
ing.  Another  advantage  claimed  for  this  process 
is  that  the  metal  can  be  poured  rapidly  and  while 
very  hot,  giving  a  more  solid  and  uniformly  round 
casting  than  with  slow  pouring. 

On  the  other  hand,  many  wheel  makers  continue 
the  use  of  the  solid  chill,  claiming  that,  with  proper 
care,  the  metal  can  be  poured  as  rapidlyand  as  hot 
as  with  the  contracting  chill,  and  since  the  latter 
is  liable  to  get  out  of  order,  no  special  benefit  is 
obtained  by  its  use. 

The  question  regarding  quality,  depth  of  chill, 
rotundity  and  strength,  is  one  that  the  purchaser 
must  decide  by  subjecting  samples  to  suitable  tests, 
some  of  which  are  suggested  later  on.  The  methods 
of  manufacture  and  the  use  of  different  types  of 


CAR  BUILDING. 


259 


chill  is  an  affair  of  the  makers;  the  consumer  is 
interested  only  in  the  product. 

As  soon  as  the  metal  is  set — with  any  form  of 
chill — the  wheels,  while  still  red  hot,  are  removed 
from  the  mould  and  immediately  placed,  by  means 


of  iron  trucks,  cranes  and  tongs,  in  the  annealing 
pits,  wThere  they  remain  four  or  five  days,  and  are 
allowed  to  cool  gradually,  a  process  necessary  to 
prevent  cracking  from  unequal  contraction. 

The  wheels,  when  sufficiently  cooled,  are  removed 
to  the  scratching  room,  or  placed  under  a  sand 
blast  where  the  moulding  sand  which  may  adhere 
to  the  metal  is  removed,  when  they 
are  ready  for  shipment,  unless  their 
mechanical  condition  is  to  be  improv¬ 
ed  by  further  treatment.  A  number  of 
manufacturers  follow  up  foundry  prac¬ 
tice  by  surfacing  the  tread  of  the 
wheels  to  remove  any  imperfections  in 
rotundity  and  balance,  or,  in  some 
cases,  simply  to  remove  the  fins  left  by 
the  slots  in  the  contracting  chills.  Ow¬ 
ing  to  the  hardness  of  chilled  metal, 
ordinary  tools  are  unavailable  for  this 
work,  so  it  is  necessary  to  employ 
emery;  and  for  performing  the  work 
specially  designed  machines  are  required,  and  these 
are  of  three  different  types.  The  first  machine  (Fig. 
460)  is  designed  for  grinding  wheels  before  mount¬ 
ing  them  on  their  axles.  Heavy  expanding  mandrels 
are  provided,  upon  which  the  wheels  are  placed  and 
centered  after  being  carefully  bored  ;  then,  as  they 
slowly  turn  upon  the  mandrel,  swiftly  revolving 


emery  wheels  are  brought  up  against  the  tread  and 
grind  it  perfectly  true.  It  is  not  necessary  with  this 
machine  that  the  wheels  be  bored  to  finished  size  to 
fit  their  axles  ;  this  can  be  done  afterwards  in  the 
purchasers’  shops,  but  it  admits  of  making  the 
wheels  mechanically  perfect  at  the 
foundry  before  shipment. 

A  second  machine  grinds  the 
wheels  in  a  similar  manner  after 
they  are  mounted  upon  their  axles. 
The  third  machine  is  constructed 
with  two  or  three  grooved  rollers 
placed  in  triangular  position  to  each 
other,  on  which  the  rim  of  the  car 
wheel  rests,  one  of  which,  being 
driven,  causes  the  wheel  to  revolve 
slowly  by  frictional  contact.  An 
emery  wheel  placed  in  a  suitable  position,  and  hav¬ 
ing  in  addition  to  its  rotatory  motion  a  shuttle  mo¬ 
tion  equal  to  the  width  of  the  tread,  grinds  the  chill 
fins  from  the  tread  and  flange. 

It  is  highly  important  that  the  wheels  be  made 
perfectly  cylindrical,  for  if  the  wheel  is  not  true 
the  brake  pressure  will  be  greater  at  one  point  of 


the  circumference  than  at  another,  resulting  in  the 
skidding  or  slipping  of  the  wheel  upon  the  rail, 
thereby  producing  a  flat  spot  upon  the  tread  which 
is  rapidly  enlarged  thereafter,  soon  rendering  the 
wheel  unserviceable. 

The  process  of  manufacturing  differs  consider¬ 
ably  in  details  in  different  establishments,  special 


0  0 

0  0 

0  0 
0  0 

X 

✓ 

0  0 

0  0 

0  0 
00 

Fig.  457. — Robertson’s  Cabi.e  Truck  with  Brake  Drums  Attached 

to  the  Axles. 


6  o 


STREET  RAILWAYS, 


Fig.  458 — Cable  Truck  for  Eight  Wheel  Cars— Citizens'  Traction  Co..  Pittsburgh,  Pa. 


Fig.  459. — Sheffield  Equalizing  Truck. 


CAR  BUILDING. 


261 


care  being  devoted  by  some  to  the  nature  of  the 
raw  material  or  mixture  of  irons  used,  by  others  to 
secure  a  perfectly  cylindrical  shape,  while  still 
others  give  special  attention  to  annealing. 

It  is  obvious  that  in  a  process  based  on  such 
principles  as  are  enumerated  above,  the  qualities 
of  the  product  depend  largely  upon  the  degree  of 
care  and  skill  exercised  in  the  various  stages  of 
manufacture,  ranking  the  business  among  the  high 
est  branches  of  the  art  of  casting  iron. 

There  is  a  considerable  diversity  in  the  depth  of 


are  told,  making  more  than  twenty  patterns  of 
wheels  for  electric  service.  This  is  unfortunate,  and 
it  is  hoped  that  a  standard  will  be  adopted  in  the 
near  future. 

All  wheels  are,  presumably,  subjected  to  a  severe 
test,  either  by  the  manufacturers  or  the  purchasing 
companies,  or  both,  before  they  are  put  in  service. 
The  tests,  however,  are  not  as  severe  as  in  steam 
service,  and  usually  no  guarantee  is  required  of  the 
maker.  In  case  it  is  found  desirable  to  exact  a 
guarantee,  the  specifications  as  to  the  design,  essen- 


Fig.  460. — Wheel  Grinding  Machine. 


the  chill  of  wheels  made  by  the  different  manufact¬ 
urers,  the  general  range  being  from  one-fourth  of 
an  inch,  through  the  intermediate  fractions  to  three- 
fourths  of  an  inch,  the  latter  depth  being  necessary 
for  a  serviceable  motor  wheel.  The  diameters  of 
wheels  for  electric  motors  are  thirty,  thirty-three  and 
thirty-six  inches,  and  the  weight  varies  from  300  to 
425  lbs.  For  horse  and  trail  car  service  the  weight  is 
from  180  to  200  lbs.;  for  cable  service  the  diameters 
are  twenty-two,  twenty-four  and  thirty  inches  with 
the  corresponding  weights  of  140,  160  and  240  lbs. 

The  patterns  of  wheels  vary  through  a  large  range 
to  suit  the  fancy  of  the  truck  makers,  one  firm,  we 


tial  points,  inspection  and  manner  of  testing,  may 
be  modelled  after  those  employed  on  certain  steam 
lines  as  follows  :  “  First  that  the  wheel  shall  be 
truly  cylindrical  ;  second  that  the  body  of  the 
wheel  shall  be  smooth  and  free  from  shrinkage, 
slag  or  blow  holes,  the  tread  from  deep  and  irregu¬ 
lar  wrinkles,  and  free  from  sand  or  slag.  Wheels 
broken  must  show  clear  gray  iron,  free  from  noles 
containing  dirt  or  slag  more  than  one-fourth  of  an 
inch  in  diameter  or  clusters  of  such  holes,  and  the 
depth  of  white  or  chilled  iron  must  not  vary  more 
than  one-fourth  of  an  inch  from  the  standard  depth 
around  the  tread  of  the  wheel.” 


262 


STREET  RAILWAYS. 


The  life  of  cast  wheels  in  horse  car  service,  under 
favorable  conditions,  fs  about  one  year,  and  they 
are  usually  good  for  a  mileage  of  from  25,000  to 
40,000.  In  some  cases,  however,  a  mileage  of  70,- 


Fig.  461. — Section  of  Wheel  Cast  in  Contracting 


Chill. 

000  has  been  obtained.  Under  trail  cars  the  aver¬ 
age  mileage  is  not  quite  so  high,  owing  to  increased 
speed.  A  good  average  for  the  driving  wheels  of 
motor  cars  is  30,000  miles. 

Wheels  are  scrapped  when  broken,  when  the 
flange  is  too  much  worn  or  broken,  when  the  chill 
of  the  tread  is  worn  through,  or  when  slid  flat. 


Steel  tired  wheels  are  manufactured  in  various 
styles,  but  the  process  in  most  cases  is  too  complex 
to  be  readily  described.  The  various  types  consist 
of  a  steel  tire  shrunk  and  bolted  to  a  web  or  core 
made  of  paper,  cast  iron  or  corrugated  steel  plates 
having  a  cast  hub  (Figs.  462  to  464).  The  merits 
of  this  type  of  wheel  are  noted  above.  As  in  the 


case  of  cast  wheels,  there  is  a  notable  difference  in 
the  respective  merits  of  the  steel  tired  wheels  made 
by  different  manufacturers. 

Solid  steel  wheels  are  cast  from  molten  metal 


Fig.  463. — Steel  Tired  Wheel  with  Corrugated  Plates. 

much  in  the  same  manner  as  iron  wheels,  except 
that  chill  rings  are  not  employed.  A  peculiar 
method  of  pouring  is  adopted  which  insures  a  rim 
of  uniform  texture  and  entirely  free  from  flaws  or 


Fig.  464. — Steel  Tired  Wheel  with  Cast  Centre. 

blow  holes.  After  being  cast  the  wheels  are  paired 
and  the  treads  turned  down  to  a  uniform  diameter. 

It  is  claimed  for  these  wheels  that  they  do  not 
break  or  crumble,  and  that  when  slid  flat  or  they 


CAR  BUILDING. 


263 


begin  to  show  wear,  they  may  be  “  turned  up”  or 
returned  for  a  nominal  sum  and  made  substantially 
as  good  and  serviceable  as  new  wheels,  thereby 
increasing  the  life  and  mileage  to  an  indefinite  de¬ 
gree.  It  is  also  claimed  that  better  traction  is  ob¬ 
tained  with  these  wheels  than  with  iron  wheels  and 
that  the  brake  grips  the  wheels  much  better  and 
stops  the  car  more  quickly.  Solid  steel  wheels  cost 
somewhat  less  than  steel  tired  wheels,  but  about 
double  the  price  of  cast  iron  wheels. 

AXLES. 

With  few  exceptions  street  railway  practice  has 
been  uniform  with  that  of  steam  railway  in  refer¬ 
ence  to  the  mounting  of  wheels  and  axles,  each 
pair  of  wheels  and  their  axle  being  closely  united 
and  revolving  together  instead  of  the  wheel  turn¬ 
ing  round  on  the  axle  as  on  other  vehicles.  Although 
a  great  deal  of  inventive  talent  has  been  expended 
in  attempts  to  obviate  the  difficulties  attending  the 
operation  of  loose  wheels,  no  substantial  progress 
has  been  made,  and  the  method  of  placing  wheels 
upon  their  axles  by  powerful  hydraulic  pressure  or 
by  adjustable  clamps  still  continues  and  is  likely  to 
be  followed  for  an  indefinite  period. 

Many  puzzling  questions  have  arisen  in  steam 
railway  practice  in  regard  to  the  best  methods  of 
manufacturing  axles,  including  the  metal,  shape 
and  distribution  of  metal  used,  and  much  attention 
has  been  given  to  the  subject,  with  great  advan¬ 
tage,  for  a  broken  axle  is  one  of  the  things  most 
greatly  to  be  dreaded  in  railway  train  movements. 
While  the  damage  from  a  broken  or  bent  street 
car  axle  is  confined  usually  to  the  cost  of  replacing 
it  and  the  time  for  which  the  car  is  out  of  service, 
it  amounts  to  a  large  sum  if  breaks  frequently  oc¬ 
cur,  which,  unfortunately,  has  been  the  experience 
heretofore  on  most  electric  lines  ;  hence,  the  stand¬ 
ards  adopted  for  steam  practice  may  be  closely 
copied  for  electric  service,  for  practice  demon¬ 
strates  that  this  service  is  as  hard,  if  not  harder, 
on  axles  than  steam  service. 

Axle  defects  do  not  usually  develop  till  after  a 
certain  period  of  service,  but  owing  to  the  excess¬ 
ive  weight  and  pounding  and  torsional  strain,  es¬ 
pecially  if  the  track  is  inferior,  the  axles  bend  or 
the  metal  becomes  crystallized  so  that  after  a  year 


or  a  year  and  a  half  of  service  frequent  failures 
occur,  unless  a  large  factor  of  safety  is  allowed  in 
the  design,  and  even  then  it  will  doubtless  be  found 
to  be  economical  to  order  motor  axles  into  trailer 
service  after  a  certain  period,  following  the  prac¬ 
tice  of  some  steam  lines  which  direct  that  all  axles, 
after  eighteen  months’  passenger  service  be  trans¬ 
ferred  to  freight  cars. 

In  steam  service  both  forged  and  rolled  axles  are 
employed,  and  the  forged  axles  are  hammered  both 
from  muck  bar,  scrap,  and  directly  from  the 
blooms,  but  scrap  is  not  employed  in  the  manu¬ 
facture  of  street  car  axles  ;  these  are  hammered 
direct  from  the  ingots  or  blooms.  Rolled  axles 
are  more  generally  employed  in  street  railway  serv¬ 
ice,  although  quite  a  difference  of  opinion  exists 
among  street  railway  men  in  regard  to  the  relative 
merits  of  the  forged  or  rolled  article  for  motor  serv¬ 
ice.  Opinions  in  some  cases  have  doubtless  been 
formed  because  of  experience  had  with  an  inferior 
article  ;  in  one  instance  we  are  told  “  that  axles 
rolled  from  mild  steel  are  more  satisfactory  to 
work  than  hammered  axles  because  they  are  not  as 
liable  to  have  seams  or  flaws,”  and  in  another, 
“  forged  or  hammered  axles  are  preferable  to  cold 
rolled,  for  the  reason  that  in  a  well  hammered  axle 
the  fibres  are  closely  welded,  and  when  the  jour¬ 
nals  are  turned  down  the  surface  is  smooth  and 
free  from  seams.” 

Axles  rolled  from  open  hearth  steel  with  from  fif¬ 
teen  to  eighteen  per  cent,  of  carbon,  if  given 
proper  dimensions,  will  be  found  of  sufficient 
strength  for  ordinary  service,  and  are  considerably 
cheaper  than  the  forged  article.  The  best  axles, 
however,  are  doubtless  made  from  crucible  steel 
out  of  Swedish  charcoal  iron  ;  those  made  from 
Glendon  steel  are  giving  good  results,  and  there 
are  other  mixtures  that  are  recommended.  The 
axle  makers  in  some  cases  make  their  steel  in  ac¬ 
cordance  with  specifications  received  from  the  truck 
makers. 

It  is  often  required  that  axles  be  surfaced  down 
to  the  one-thousandth  of  an  inch  of  the  specified 
diameter,  in  order  to  provide  a  suitable  support 
for  the  motors,  and  a  proper  seat  for  the  gear 
wheels  ;  hence  it  is  highly  important  that  the  metal 


264 


STREET  RAILWAYS. 


be  uniform  and  homogeneous.  Axles  should  be 
rough  turned  all  over  before  making  any  finishing 
cuts,  as  this  will  avoid  the  springing  of  the  metal  out 
of  true,  caused  by  releasing  the  strain  which  the  skin 
exerts  on  the  bar.  In  case  one  part  is  finished  be¬ 
fore  dressing  the  entire  surface,  the  parts  will  be 
out  of  true  with  each  other,  and  trouble  will  be  ex¬ 
perienced  from  the  heating  of  motor  bearings.  The 


ing  axles  upon  a 
lathe  as  is  ordi¬ 
narily  done  “die 
drawn”  bars  may 
be  employed.  These 
bars  after  ,  being 
rolled  from  the.  ^ 
steel  billets  are 
drawn  through  a 
die,  after  the  man¬ 
ner  of  making  wire, 


-Roug-b- 


Xlr- 


Fig.  465. — Heavy  Axles  Suitable  for  Four,  Six  or  Eight  Whef.£  Cars. 


and  it  is  claimed 
that  by  this  process  the  transverse  and  torsional 
strength  is  greatly  increased  and,  that  it  imparts 
to  the  axle  a  harder,  better  polished  and  better 
wearing  surface  than  can  be  produced  by  any 
other  method  of  dressing.  The  manufacturers 
guarantee  their  axles  accurate  in  size  to  within 
one-thousandth  of  an  inch. 

Because  of  the  necessity  of  dressing  motor  axles, 
not  so  much  attention  can  be  given  to  the  shape  of 
the  axles  between  the  wheels  as  is  done  in  steam 
service,  but  great  attention  should  be  given  to  the 
dimensions  of  the  body  and  journals,  as  the  mis¬ 
takes  that  have  led  to  disaster  in  motor  service 
have  been  in  regard  to  dimensions  rather  than  to 


the  quality  of  the  metal  or  method  of  manufact¬ 
ure.  The  severity  of  the  service  is  very  great, 
and  while  other  parts  of  the  equipment  have  been 
increased  accordingly  (the  wheels,  for  instance,  be¬ 
ing  fifty  per  cent,  heavier  than  formerly)  the  diame¬ 
ter  of  the  axles  remains  about  the  same,  and  is  en¬ 
tirely  too  small. 

While  it  is  not  possible  to  recommend  a  standard 

that  will  prove  ser¬ 
viceable  under  all 
conditions,  because 
the  only  test  (long 
service)  is  wanting, 
still  we  can  refer 
to  the  practice  of 
some  of  the  lines 
that  have  had 
several  years’  ser- 
vice  and  are 
modelling  their 
present  designs 
(Fig.  465)  for  ad¬ 
ditional  equip¬ 
ment  after  the 
r-  plain  teachings  of 
(i.i  experience.  Others 
find  that  a  journal 
three  and  one- 
half  inches  in 
diameter,  with  the 
wheel  seat  four 


% 


inches,  gives  generally  better  satisfaction  (Fig. 
466).  Figs.  467  to  469  illustrate  the  dimen¬ 
sions  of  axles  heretofore  employed  with  dif¬ 
ferent  types  of  motors.  The  present  tendency 
is  in  the  direction  of  increased  size.  Of  course, 
the  diameter  of  axles  will  be  influenced  some¬ 
what  by  the  type  of  truck  and  motor  employ¬ 
ed  and  the  diameter  of  the  wheels,  the  thirty-six 
inch  wheels  being  more  severe  on  axles  at  the 
point  of  greatest  strain  (just  inside  the  hub)  than 
on  the  thirty  or  thirty-three  inch  wheels,  and  the 
radial  trucks  also  require  a  heavier  axle.  Not  only 
does  the  diameter  of  the  wheel  influence  the  de¬ 
sign  for  the  axle,  but  the  type  of  wheel  employed 


CAR  BUILDING. 


265 


should  also  be  considered.  In  steam  practice  it  is 
found  that  axles  of  the  same  dimensions  have  a 
much  longer  life  when  employed  with  paper  wheels 
than  with  cast  wheels.  This  is  due,  doubtless,  to 
the  wheels  being  somewhat  elastic,  so  that  they  do 


— 45-e — 

Fig.  466. — Axle  for  Westinghouse  Motor. 

not  transmit  the  shocks  to  the  axles.  Similar  claims 
are  made  for  adjustable  wheels  that  are  cushioned 
upon  the  axle. 

The  journals  should  be  enlarged  to  correspond 
with  the  increased  diameter  of  axles  ;  for  sixteen 
foot  bodies  they  should  not  be  less  than  two  and 
seven-eighths  inches  in  diameter,  and  not  less  than 
three  and  a  quarter  inches  for  twenty 
foot  bodies.  The  side  edges  of  the 
brasses  should  be  slightly  rounded  to 
allow  for  better  lubrication,  and  the 
ends  also,  to  prevent  wearing  a  shoul¬ 
der  on  the  journal.  About  one-fourth 
of  an  inch  lateral  motion  of  axle  must 
be  provided  for,  as  this  will  give  the 
best  results  in  relation  to  the  keyways. 

The  journal  boxes  are  usually  so 
constructed  as  to  be  dust  and  oil 
tight  and  easy  running,  and  it  is  vital 
to  the  success  of  any  truck  that  they 
should  be  so,  and  that  they  should 
require  oiling  but  once  in  six  or  twelve  months. 
The  brasses  should  last  from  five  to  ten  years. 

In  designing  trucks,  attention  should  be  given  to 
cushioning  all  the  parts  as  far  as  possible.  This 
will  be  apparent  when  we  consider  that  the  non¬ 
elastic  or  dead  weight  per  wheel  of  a  sixteen  foot 
electric  car  is  about  800  lbs.,  counting  the  weight  of 
the  wheel,  journal  box,  axle  gear  and  one-third  the 


motor.  The  total  weight  per  wheel,  with  100  pas¬ 
sengers,  would  be  in  the  neighborhood  of  6,500  lbs. 
The  force  of  a  hammer  blow  increases  directly  as 
the  weight;  hence,  it  is  easy  to  understand  why  the 
service  of  electric  motors  is  much  more  severe 
upon  the  track  and  appliances  than 
horse  cars,  and  more  severe  even  than 
steam  locomotives. 

SPRINGS. 

Until  recent  years  rubber  was  exten¬ 
sively  used  for  all  classes  of  railroad 
springs,  but  did  not  operate  satisfac¬ 
torily  in  cold  climates.  Following  this 
era,  a  spring  composed  of  a  steel  coil, 
inside  of  which  was  placed  a  cylinder  of 
rubber,  was  generally  employed.  This 
type  of  spring  was  quite  effective,  and  produced  at 
much  less  cost  than  the  barrel  shaped  rubber  springs 
formerly  used.  To  prevent  the  chafing  of  the  rub¬ 
ber  by  the  coils,  cone  shaped  pieces  of  rubber  were 
fitted  in  at  each  end  of  the  coil,  which  allowed  of 
the  rubber  spreading  out  under  compression  with¬ 
out  coming  in  contact  with  the  coils  (Fig.  470). 


± 


^5“ 

1 _ 1 _ 

Fig.  467. 


- - tm - 

-Axle  for  Edison  Single  Reduction  Motor. 


Fig.  468. — Axle  for  2  B.  Gear. 


Size  &  location  of  key-way 


-w- 


- 1 - 1 - 

t — 1 

— H  ir 

11 

- ^ — - 

CO 

II  «  IL 

<??  11 

— OJi - 


Fig.  469. — Axle  for  T.-H.  W.  P.  Motor. 

By  leaving  a  space  between  the  two  cones,  so 
that  they  do  not  touch  till  quite  a  load  is  put  upon 
the  coil,  a  graduated  spring  is  produced  (Figs.  471 
to  477).  ■  This  allows  the  steel  coil  to  carry  the 
empty  car,  but  brings  the  rubbers  into  service  with 
the  load.  In  case  it  is  found  desirable  to  reduce 
the  elasticity  of  this  type  of  springs,  one  rubber 
and  one  iron  cone  may  be  employed.  The  iron 


266 


STREET  RAILWAYS. 


cone  assists  in  holding  the  springs  more  firmly  to 
the  bolt,  and  relieves  the  rubber  cone  somewhat 
from  wear. 

The  principle  of  graduated  springs  is  now  quite 
generally  employed  in  street  car  service,  the  grad- 


Fig,  470. — Rubber  Cone 
for  Graduated 
Springs. 


Fig.  471. — Rubber  Cone 
Spring  for  Pedes¬ 
tal  Gear. 


443).  Some  makers  employ  only  elliptical  springs 
(Fig.  442).  These  do  not  have  so  wide  a  range  as 
the  spiral  springs,  but  are  thought  to  sustain  the 
body  more  firmly,  and  prevent  side  oscillations. 


Fig.  474. — Rubber  and  Iron  Fig.  475. — Keg  Shape 
Cone  for  Pedestal  Gear.  Spring — Flat  Bar. 


uation  being  effected,  not  only  by  the  employment 
of  rubber  cones,  which  is  the  most  effectual,  but 
by  the  shape  of  the  coil,  some  being  keg  shaped 
some  cone  shaped,  while  others  are  coiled  from  a 
tapering  steel  bar  (Figs.  475  to  477).  In  operation, 
the  large  coils  of  the  keg  shaped  springs  act  under 


Spiral  springs  are  not  only  employed  for  support¬ 
ing  the  car  body,  but  for  brake  release,  drawbars, 
and  other  functions  in  motor  trucks. 

The  manufacture  of  springs  is  an  important  in¬ 
dustry,  and  a  number  of  large  firms  are  engaged  in 
their  production.  The  making  of  a  reliable 


Fig.  472. — Rubber  Cone 
Spring  for  Post 
Gear. 


Fig.  473. — Spiral  Spring 
with  Rubber  and  Iron 
Cone  for  Post  Gear. 


Fig.  476. — Cone  Shape  Fig.  477. — Keg  Shape 
Spring — Round  Bar.  Spring — Round  Bar. 


a  light  load,  and  as  the  load  is  increased  the  small 
coils  come  into  action  as  they  decrease  in  diameter. 

In  providing  a  graduated  system  of  springs  in 
connection  with  an  extension  of  spring  base  to  pre¬ 
vent  the  end  oscillations  of  the  car  body,  both 
spiral  and  elliptical  springs  are  employed  on  cer¬ 
tain  types  of  trucks  with  satisfactory  results  (Fig. 


spring  for  motor  service  requires  considerable  skill, 
and,  like  nearly  all  the  other  truck  appliances,  has 
been  undergoing  a  process  of  evolution,  until  now 
— thanks  to  the  genius  of  the  manufacturers — an 
article  is  produced  that  satisfies,  in  nearly  all  re¬ 
spects,  the  demands  exacted  by  this  particular 
service. 


CAR  BUILDING. 


267 


The  details  of  the  manufacture  of  a  spiral  spring 
are  generally  simple,  with  the  exception  of  the 
tempering  process  which  requires  great  care  and 
skill,  to  be  had  only  by  long  experience.  The 
steel  bar,  either  round,  half  round,  oval  or  square, 
is  rolled  in  the  ordinary  manner,  when  the  ends  are 
forged  to  a  taper,  and  after  being  heated  to  a 
proper  temperature  it  is  coiled  upon  a  mandrel 
having  the  desired  shape.  The  coils  are  then  tem¬ 
pered  by  -  being  raised  to  a  proper  temperature, 
when  they  are  immersed  for  a  short  time  in  a  vat 
of  oil,  and  then  allowed  to  cool  naturally  ;  or  the 
flash  process  may  be  employed,  which  consists  in 
dipping  the  hot  spring  into  oil,  and,  while  ablaze, 
whirling  it  through  the  air,  thus  suddenly  extin¬ 
guishing  the  flame  and  cooling  the  metal.  In  order 
to  secure  a  uniform  temper  in  a  lot  of  springs,  it  is 
the  practice  in  some  establishments,  after  temper¬ 
ing  as  above,  to  place  them  in  a  specially  designed 
furnace  which  is  maintained  at  a  certain,  steady 
heat,  and  as  they  come  through  allowing  them  to 
cool  naturally.  The  testing  process  then  follows, 
each  spring  being  subjected  to  compression  under 
a  plunger,  the  height  being  carefully  measured  be¬ 
fore  and  after  the  operation  in  order  to  detect  any 
permanent  set.  It  is  also  carefully  inspected  to 
see  that  cracks  or  flaws  are  not  developed. 

The  varieties  and  patterns  of  spiral  springs  are 
quite  numerous,  and  include  not  only  those  made 
from  bars  of  different  cross  sections,  but  those 
known  as  double  and  triple  coil  springs. 

The  advantages  of  springs,  as  one  of  the  truck 
appliances,  are  not  confined  to  the  comfort  of  pas¬ 
sengers  merely,  but  they  preserve  both  the  body 
and  the  road  bed  from  injury  due  to  concussion, 
and  they  assist  in  surmounting  obstacles  by  allow¬ 
ing  the  passage  of  the  wheel  over  them  while 
the  suspended  weight  is  scarcely  lifted  from  its 
level. 

Since  springs  serve  such  important  ends  and  con¬ 
duce  so  much  to  the  comforts  of  travel,  we  can 
hardly  realize  that  it  is  only  about  sixty  years  since 
springs  of  any  kind  were  employed  on  railway  ve¬ 
hicles,  and  only  a  few  years  since  the  spiral  spring 
was  invented. 


GLASS  AND  ITS  PREPARATION. 

Glass  in  large  quantities  enters  into  car  building, 
and  is  employed  for  window,  door  and  deck  lights, 
also  for  Gothic  windows  and  mirrors.  Plate  glass, 
of  a  quality  suitable  for  ordinary  glazing  and  for 
silvering  or  embossing,  is  made  in  this  country, 
but  English  and  Belgian  plate  are  considered  bet¬ 
ter  suited  for  the  finest  mirrors. 

The  process  of  embossing  glass  is  about  as  fol¬ 
lows  :  The  naked  pane  of  glass  is  first  heated  to  a 
temperature  of  about  120  degs.by  being  put  in  a  pit 
over  coils  of  steam  pipes.  A  coating  of  a  compound 
made  of  beeswax  and  rosin  is  then  spread  over  the 
upper  surface,  and  over  this  a  sheet  of  tinfoil  is 
placed,  to  which  it  adheres  quite  firmly,  and  after 
cooling,  the  foil  is  covered  with  dark  paint.  A 
tracing  of  the  required  design  is  then  made  on  the 
blackened  surface  by  means  of  a  stencil  plate  and 
chalk  dust.  Then  by  means  of  sharp  needles  the 
portions  of  the  lead  foil  necessary  to  show  on  the 
glass  the  figures  and  designs  to  be  etched,  are  cut 
out.  This  work  may  be  performed  by  young  girls. 
The  under  side  or  back  of  the  pane  is  then  covered 
with  paraffine,  and  with  its  covering  is  immersed  in 
a  bath  of  fluoric  acid,  which  in  the  course  of  an  hour 
eats  out  the  exposed  portion  of  the  glass  to  the 
depth  of  one  thirty-second  of  an  inch,  but  has  no' 
effect  upon  the  covered  portions.  The  surface  of  the 
pane  is  then  ground,  which  renders  the  raised  por¬ 
tions  translucent  while  the  etchings  remain  perfectly 
transparent.  Another  process  is  sometimes  followed 
in  which  fluoric  acid  and  ammonia  are  employed, 
which  render  the  exposed  portions  translucent. 

In  case  the  figures  of  men,  animals  or  landscapes 
are  desired,  these  may  be  painted  in  free  hand 
upon  the  glass,  the  paint  serving  the  purpose  of  the 
tinfoil  in  protecting  the  covered  portions  from 
the  effect  of  the  acid.  The  glass,  being  taken  from 
the  bath,  is  again  heated  to  remove  the  wax  and 
tinfoil,  when  it  is  thoroughly  cleaned  with  soda 
water,  dried  and  made  ready  for  the  glazier  or  for 
silvering,  if  portions  require  silvering.  To  protect 
the  hands  from  injury  while  working  the  acid  bath, 
workmen  usually  wear  rubber  gloves.  Glass  is 
also  ornamented  for  car  purposes  by  the  sand  blast 


268 


STREET  RAILWAYS. 


process,  by  which  means  there  are  brought  out  upon 
the  surface  of  the  glass  most  exquisite  representa¬ 
tions  of  the  tendrils,  sprigs,  leaves  and  flowers  of 
the  daintiest  plants. 

Bevelled  glass  is  made  by  grinding  off  the  corners 
of  the  plates  successively  upon  horizontal  iron 
wheels  sprinkled  with  fine  sand,  then  upon  a  simi¬ 
lar  wheel  covered  with  emery,  then  upon  a  hori¬ 
zontal  grindstone  having  a  peculiar  grit,  next  upon 
a  wooden  wheel,  and,  finally,  the  edge  is  perfectly 
polished  upon  a  wheel  covered  with  felt  and  rouge. 

Mirrors  are  made,  preferably,  as  before  stated,  of 
English  and  Belgian  plate  glass.  In  the  process, 
the  plates  are  first  cleansed  with  water  and  then 
polished  with  rouge  (oxide  of  iron),  which  removes 
any  surface  defects.  It  is  then  heated  by  being 
placed  upon  a  grated  platform  over  coils  of  steam 
pipe,  and  the  upper  surface  is  covered  with  a  solu¬ 
tion  of  nitrate  of  silver  and  chloride  of  calcium, 
when  the  metallic  silver  is  precipitated,  and  depos¬ 
ited  upon  the  surface.  The  glass  is  then  carefully 
washed,  and  after  drying,  the  back  is  covered  with 
a  coat  of  red  lead,  and  afterwards  bronzed  so  that 
the  silver  is  protected  from  oxidization. 

Old  mirrors  may  be  renewed  by  first  removing 
the  paint  by  means  of  a  lye  bath,  and  then  the  me¬ 
tallic  silver  by  means  of  nitric  acid,  when  it  is 
treated  as  above  described  for  new  glass.  The 
silver  for  the  mirrors  is  purchased  in  the  form  of 
nitrate  crystals. 

METALLIC  TRIMMINGS. 

These  are  usually  of  bronze,  and  are  sometimes 
plated  or  japanned.  They  include  such  articles  as 
locks,  hinges,  door  knobs,  change  wickets,  dash  and 
body  grab  handles,  brake  handles,  door  handles  and 
holders,  window  guards,  lilts  and  catches,  window 
blind  lifts,  sash  springs,  deck  sash  pivots  and  open¬ 
ers,  ventilator  openers,  rail  brackets,  bells  and  gongs, 
beil  strap  guides,  seat  arms  and  standards,  hooks, 
etc. 

Trimmings  ready  for  use  are  usually  purchased 
from  dealers  who  make  a  specialty  of  this  line  of 
work.  Some  shops,  however,  manufacture  their  own 
trimmings,  which  are  turned  out  from  specially 
prepared  patterns. 


The  process  of  manufacture  may  be  described  as 
follows : 

The  material,  which  consists  of  copper,  tin 
(English  block)  and  zinc,  is  mixed  in  certain  pro¬ 
portions,  depending  upon  the  desired  quality  of 
the  product,  and  melted  in  small  crucibles  over 
sunken  furnaces  such  as  are  commonly  employed  in 
brass  foundries.  The  moulding  is  done  in  small 
iron  flasks  with  a  specially  prepared  moulding  sand. 
Each  flask  may  contain  matrices  for  a  large  num¬ 
ber  of  small  parts  so  connected  that  the  metal  will 
fill  each  when  poured  through  one  or  two  openings. 
Long  rods,  such  as  dash  rails  and  window  rods,  may 
be  moulded  straight  or  in  coils  and  afterwards 
straightened.  The  coils  can  be  straightened  with¬ 
out  fracture,  provided  the  proper  mixture  of  metals 
is  employed.  From  the  foundry  the  castings  are 
placed  in  the  “tumbler”  which  is  commonly  an 
iron  barrel,  which,  being  made  to  revolve  on  its 
axis,  causes  the  parts  to  chafe  against  each  other 
till  the  rough  surfaces  are  worn  smooth.  This 
process  is  sometimes  hastened  by  the  admission  of 
water  which  can  be  introduced  through  hollow 
journal  bearings.  The  parts  next  go  to  the  filing 
and  drilling  department  where  the  rough  corners 
and  ears  are  filed  off  and  the  screw  holes  are  drilled 
and  countersunk.  The  polishing  follows,  and  this 
is  done  in  the  buffing  department,  which  usually 
occupies  a  room  by  itself.  First,  the  parts  are 
ground  smooth  upon  an  emery  belt  or  wheel 
against  which  they  are  held  by  hand,  and  are  then 
further  treated  upon  a  leather  bound  wheel  covered 
with  fine  emery  or  other  polishing  powder.  The 
process  continues  through  six  or  seven  hands,  and 
the  trimmings  are  finally  burnished  upon  a  wheel 
formed  of  canvas  discs  upon  which  a  little  rouge 
is  placed.  The  trimmings,  except  such  as  are  to  be 
plated  or  japanned,  now  bright  and  shining,  are 
lacquered  and  baked  and  wrapped  in  tissue  paper 
and  taken  to  the  store  room.  A  silver  and  nickel- 
plating  department  is  provided  with  vats  contain¬ 
ing  a  solution  of  nickel  salts  or  sulphate  of  copper, 
in  which  the  trimmings  to  be  plated  are  placed  for 
about  twenty  minutes.  The  electric  current  for 
this  work  may  be  generated  by  a  dynamo  operated 


CAR  BUILDING. 


269 


for  the  purpose,  or  may  be  obtained  from  the  light¬ 
ing  plant  or  a  galvanic  battery.  After  the  plating 
the  parts  are  thoroughly  washed  and  dried.  The 
japanning  of  trimmings  is  done  in  the  ordinary 
manner.  In  some  well  regulated  establishments 
slanting  shelves  or  vertical  boards  are  provided 
in  the  store  upon  which  samples  of  every  pattern  of 
trimmings  are  kept,  numbered  and  named  for 
ready  reference. 

THREE  PLY  VENEER. 

A  great  variety  of  goods  are  embraced  under  this 
heading,  and  include  seats,  backs,  ceilings,  sides 
and  panels.  The  manufacture  of  veneers  is  usually 
a  process  by  itself,  and  car  builders  in  most  cases 
purchase  the  finished  product  from  dealers.  A  few 
large  car  building  establishments,  however,  manu¬ 
facture  it  for  their  own  use.  The  woods  from 
which  three  ply  veneers  are  usually  made  are  maple, 
birch,  oak  white  wood  and  mahogany.  The  veneer, 
with  the  exception  of  that  made  from  oak  and  ma¬ 
hogany,  is  shaved  from  the  surface  of  a  log  by 
means  of  long  knives  against  which  the  log  is 
made  to  revolve,  the  shaving  being  from  one- 
twentieth  to  one-eighth  of  an  inch  thick,  and  of 
any  length  and  width,  depending  upon  the  diame¬ 
ter  and  length  of  the  log.  This  process  is  done 
in  the  neighborhood  of  the  growing  timber,  and 
the  material  in  rolls  and  sheets  is  shipped  to  the 
veneer  factory.  The  oak  veneer  is  sawn  from  the 
log,  which  is  first  quartered  lengthwise,  and  the 
quarters  are  then  sawn  into  thin  strips,  beginning 
at  the  centre.  The  best  material  for  oak  veneer  is 
obtained  from  dead  trees  from  which  the  sap  part 
has  decayed. 

At  the  veneer  factory  the  material  is  cut  into 
strips,  small  pieces  being  jointed  and  fastened  to¬ 
gether  by  narrow  pieces  of  glued  paper.  The  strip 
designed  for  the  middle  ply  is  so  cut  that  the 
grain  of  the  wood  runs  lengthwise,  while  those  for 
the  outside  plies  have  the  grain  running  crossways. 
This  arrangement  of  the  grain  in  the  three  parts 
gives  great  strength  to  the  finished  veneer.  The 
strip  designed  for  the  middle  ply  is  now  led 
through  a  pair  of  glueing  rollers,  in  which  both 
sides  are  thoroughly  covered  with  a  coat  of  hot 


glue,  when  it  is  placed  between  the  two  outside 
sheets,  and  the  three  are  quickly  transferred  to 
thick  wooden  moulds  or  cauls  which  are  then 
placed  in  powerful  presses,  where  they  remain  until 
the  glue  is  set  and  the  ply  becomes  rigid,  so  that 
it  will  remain  in  the  form  (flat  or  arched)  given 
it  by  the  caul.  The  flat  pieces  are  now  dressed  and 
polished  in  a  sandpapering  machine  and  the  curved 
or  waved  surfaces  are  scraped  and  dressed  by 
hand.  They  are  then  made  ready  for  varnish¬ 
ing  and  decorating,  or  for  the  perforating  bit, 
in  case  they  are  designed  for  seats  or  ventilated 
ceilings. 

CAR  SHOPS. 

The  arrangement  and  equipment  of  shops  for  the 
building  and  repair  of  cars  will  depend  largely  upon 
the  amount  of  work  to  be  done,  and  whether  the 
product  is  for  the  trade  or  for  home  consumption 
Repair  shops  are  a  necessary  adjunct  of  every  well 
regulated  street  railway,  and  whether  a  company 
builds  its  own  cars  or  not  (a  practice  which  is  not 
recommended)  repairs  sometn  .es  amount  to  the 
same  thing,  especially  when  two  short  cars  are  splic¬ 
ed  together  into  one  long  car,  a  practice  which  is 
now  quite  common.  The  following  particulars  ap¬ 
ply  to  shops  in  general,  and  may  be  modified  to  suit 
any  particular  case. 

The  success  of  any  manufacturing  enterprise  de¬ 
pends  upon  its  compliance  with  the  laws  of  rigid 
economy  and  industry,  the  adoption  of  the  most 
approved  processes  in  the  preparation  of  the  ma¬ 
terial,  the  use  of  the  latest  improved  machinery, 
tools  and  appliances,  and  the  employment  of  work¬ 
men  thoroughly  bred  to  the  business,  who  will  fit  all 
parts  with  exactness  and  nicety.  To  this  may  be 
added  the  employment  of  each  set  of  workmen  only 
upon  one  special  branch  of  work  (for  which  they 
are  paid  by  the  piece,  by  the  hour  or  by  the  day) 
so  that  each  shall  attain  perfection  in  his  particular 
division,  then  holding  the  foreman  of  each  depart¬ 
ment  personally  responsible  for  any  defects  that 
may  occur  in  the  work  turned  out  from  his  depart¬ 
ment.  The  above  presumes  that  the  proprietors 
have  had  long  experience  and  a  reputation  for 
honorable  and  fair  dealing  with  their  customers. 


270 


STREET  RAILWAYS. 


Fig.  478. — Circular  Re-Sawing  Machine 


Boston. 


Power  Feed  Railway  Cut-Off  Saw, 


|a\v 

JffS^ 

SfvJ 

Fig.  479. — Self-Feed  Saw  Table. 


Fig.  482. — Automatic  Cut-Off  Machine. 


Fig.  480. 

Combined  Scroll  and 
Re-Sawing  Band 
Saw. 


Fig.  483.— Double  Adjustable  Cutting  up  and  Ripping  Saw  Bench. 


CAR  BUILDING. 


271 


If  a  new  business  is  to  be  established,  great  at¬ 
tention  should  be  paid  to  the  modelling  and  ar¬ 
rangement  of  the  buildings  to  be  occupied,  and 
their  location  with  reference  to  shipping  facilities 
both  for  material  and  product.  When  it  becomes 
necessary  to  occupy  old  buildings  these  should  be 


THE  GENERAL  OFFICE, 

which  may  occupy  a  building  by  itself  or  one  of 
the  main  buildings,  should  be  equipped  with  all 
necessary  office  furniture  and  safes,  and  be  fur¬ 
nished  in  as  tasty  and  inviting  a  manner  as  the  busi¬ 
ness  can  afford.  Separate  apartments  are  prefer- 


Fig.  484. — Swing  Saw. 


Fig.  485. — Patent  Adjustable  Saw 
Dado  Heads. 


Fig.  486. — Double  Iron  Adjustable  Saw  Table. 


Fig.  487. — Variety  Saw  Bench — Frank  H.  Clement  Co. 


remodelled  to  suit  the  business  as  far  as  possible. 
One,  two  or  three  story  buildings  may  be  employed, 
depending  upon  the  value  of  property  and  the 
amount  of  space  the  plant  is  to  occupy.  Light, 
warmth,  the  exclusion  of  dust,  and  the  adoption  of 
such  other  means  as  will  conduce  to  the  health  of 
the  workmen,  should  be  carefully  considered,  while 
no  little  attention  should  be  given  to  protection 
against  fire. 


ably  provided  for  the  time  keeper  and  bookkeepers, 
and  a  comfortable  reception  room  should  not  be 
overlooked.  The  toilet  arrangements,  including 
closets,  wash  basins  and  lockers,  are  important  and 
should  be  ample  and  suited  to  the  force  employed. 

THE  DRAUGHTING 

department  usually  occupies  rooms  in  the  vicinity 
of  the  office.  These  should  have  ample  light  and 
be  furnished,  according  to  the  magnitude  of  the 


STREET  RAILWAYS. 


business,  with  draughting  tools,  tables,  cases  of 
drawers,  safes  or  fireproof  vaults  for  the  preserva¬ 
tion  of  all  important  drawings  and  specification 
details.  A  photograph  or  blue  print  room  is  also 


should  be  stored  in  closed  boxes,  classified  and 
arranged  upon  convenient  shelves. 

Canvas,  duck,  curtains  and  upholstering  material 
are  preferably  stored  on  spools  and  mounted  in 

convenient  positions,  to  be 
readily  unrolled,  measured 
and  dealt  out.  Store  rooms 
for  this  material  are  usually 
located  near  the  upholstering 
department,  which  is  supplied 
with  cutting  tables,  sewing 
machines,  and  other  necessary 
appliances  for  making  cur¬ 
tains,  cushions,  etc. 

TRANSFER  TRUCK  TRACKS 
and  elevators  are  essential  features  of  any  car 
works.  The  first  should  be  conveniently  located 
and  equipped  with  transfer  tables  of  sufficient  ca¬ 
pacity  to  deliver  the  car  body  while  in  process  of 
construction,  from  one  department  to  another.  The 
second  should  communicate  with  every  building, 
storehouse  or  yard,  and  be  provided  with  flat 
trucks  and  cars  to  facilitate  the  transfer  of  mate¬ 
rial.  Tracks  should  not  only  communicate  with 


Fig.  4S9. — Buzz  Planer. 

the  buildings,  but  the  floors  of  each  structure 
should  have  tracks  of  uniform  gauge  with  numer¬ 
ous  turntables,  by  means  of  which  cars  or  material 
can  be  shifted  about,  and,  by  means  of  the  elevators, 
be  transferred  from  floor  to  floor. 

THE  LUMBER  YARD 

will  necessarily  be  located  where  space  can  be  had, 


Fig.  488. — Four  Sided  Planer — Fast  Feed  Floorer. 


a  necessary  adjunct  to  the  draughting  department 
of  a  car  shop. 

THE  STORE  ROOMS 

may  be  apartments  near  the  main  office  and  may 
be  located  on  the  ground  or  other  floors,  depend¬ 
ing  upon  the  character  of  the  different  classes  of 
material.  Each  should  be  in  charge  of  a  keeper 
who  should  deal  out  materials  only  on  the  written 
order  of  a  shop  foreman,  which  order  should  spec¬ 
ify  the  number  of  the  car 
order  for  which  it  is  wanted, 
a  receipt  in  all  cases  being 
required  from  the  party  to 
whom  the  material  is  deliver¬ 
ed.  Heavy  parts,  such  as  the 
malleable  iron  castings,  jour¬ 
nal  boxes,  springs,  etc.,  are 
preferably  stored  on  the 
ground  floor,  for  which  suit¬ 
able  bins  and  shelves,  num¬ 
bered  and  classified,  should 
be  provided.  The  storerooms 
for  lighter  parts  may  occupy 
some  of  the  upper  floors,  and  should  be  served  by 
elevators  for  the  speedy  and  safe  transfer  of  the 
materials.  The  bolts  and  nuts,  properly  sorted  and 
classified,  may  be  stored  in  small  bins  or  pockets, 
each  of  which  should  be  numbered  and  lettered  to 
correspond  with  the  dimensions  of  the  particular 
piece  for  which  it  is  designed.  Metallic  trimmings 


CAR  BUILDING. 


273 


sometimes,  in  large  cities,  at  some  distance  from  the 
works.  It  is  preferably  located,  however,  within 


the  same  enclosure  as  the  works.  The  lumber 
should  be  piled  in  sorts,  and  for  the  finer  grades 
both  open  and  closed  sheds  should  be  provided,  the 
sheds  being  partitioned  and  divided  in¬ 
to  stories  of  suitable  height  to  provide 
for  housing  a  great  variety  of  material 
in  position  to  be  readily  accessible.  A 
few  closed  sheds  are  necessary  for  the 
storing  of  kiln  dried  lumber. 

A  DRYING  KILN 

is  a  necessary  adjunct  of  the  lumber 
yard,  and  is  preferably  constructed  with 
apartments  or  ceiled  chambers  with 
tight  closing  doors.  The  heat  can  be 
obtained  from  the  exhaust  steam  of  the 
power  plant  by  leading  it  through  coils 
of  pipe  in  a  separate  chamber,  and 
providing  a  power  fan  for  driving  the  heated  air 
through  the  flues  which  communicate  with  the  dry¬ 
ing  chambers.  The  inlet  and  discharge  flues  should 
be  provided  with  gates  or  valves,  so  that  the  tem¬ 


perature  of  each  chamber  can  De  regulated  to  suit 
the  conditions  of  the  stock.  The  material  should 
be  piled  in  open  order  in  the  chambers 
and  each  chamber  should  be  provided 
with  a  thermometer.  A  record  of  the 
stock,  including  the  kind,  amount  and 
date  of  being  placed  in  the  kiln,  may  be 
conveniently  kept  by  having  a  slate  at¬ 
tached  to  the  outside  of  the  door  of 
each  chamber  and  housed  in  with  a  glass 
in  front.  A  second  kiln  for  seasoning 
the  cabinet  material  is  provided  in  many 
shops,  and  in  some  cases  this  is  located 
directly  above  the  boilers  of  the  power 
plant,  so  that  the  radiated  heat  of  the 
boilers  is  utilized  for  drying  purposes. 
In  other  cases  the  blast  fan  is  placed 
near  the  boilers,  and  the  kiln  is  located 
in  an  adjoining  department. 

A  steam  chest  and  bending  appliances 
are  also  adjuncts  of  the  cabinet  depart¬ 
ment. 

THE  POWER 

for  operating  the  machinery  of  car  shops 
is  usually  derived  from  a  steam  plant.  This  should 
be  conveniently  located  so  that  by  shafting  or  belts 
the  power  can  be  transmitted  to  the  different  de¬ 


Fig.  491. — Cabinet  Surfacing  Planer. 

partments.  Repair  shops  are  frequently  operated 
by  power  from  the  stable  plant  which  also  oper¬ 
ates  the  mills  for  grinding  and  cutting  the  feed. 
Electric  motors  are  employed  to  good  advantage 


274 


STREET  RAILWAYS. 


Fig.  492. — Panel  Raising  Machine. 


Fig.  495. — Carver  and  Moulder. 


Fig.  493. — Seven  Inch  Moulding  Machine. 


Fig,  496. — Band  Saw. 


Fig.  494. — Moulding  Machine. 


Fig.  497. — Double  Spindle  Variety  Moulder  and  Shaper. 


CAR  BUILDING. 


275 


Groove  Head. 


Tongue  Head. 

Fig.  498. — Shimer's  Matcher 
Heads. 


Fig.  500. — Heavy  End  Tfnoning  Machine  with  Double 
Heads  and  Copes. 


Fig.  502. — Blind  Stile  Mortiser  and  Borer. 


Fig.  503. — Hollow  Chisel  Mortising  Machine. 


276 


STREET  RAILWAYS 


Fig.  504. — Relishing  and  Mortising  Machine. 


Fig.  507. — Dowel  Machine. 


Fig.  505. —  Shimer  Head,  Grinder. 


Fig.  508. — Sanding  Machine. 


Fig.  510. — Band  Saw  Filing  Vise. 


Fig.  506. — Wood  Lathe, 


CAR  BUILDING. 


277 


in  some  shops  while  a  few  depend  upon  horse 
power. 

THE  HEATING  AND  LIGHTING 

is  also  a  function  of  the  power  plant,  and  by  having 
the  different  buildings  properly  equipped  with 
piping,  either  for  direct  radiation  or  the  blast  sys- 


THE  WOOD  WORKING  DEPARTMENT 

is  one  of  the  most  important  in  car  building,  and 
upon  its  location,  equipment  and  management  the 
success  of  a  business  largely  depends.  It  may  oc¬ 
cupy  a  building  by  itself  on  the  first  or  second 
floor  of  a  building  in  which  other  departments  are 


Fig.  512. — Hand  Mitre  Machine. 


Fig.  514. — Grindstone. 


tem,  the  exhaust  steam  may  be  utilized  for  warm- 
'ng  purposes.  An  electric  light  plant  is  a  desirable 
feature  in  the  car  shop  equipment,  for  it  is  fre¬ 
quently  necessary  to  continue  the  work  at  night. 
Arc  lamps  should  be  conveniently  located  for  light¬ 
ing  the  yards  and  approaches,  and  both  stationary 
and  portable  incandescent  lamps  should  be  pro¬ 
vided  for  bench  and  inside  car  work. 


located.  In  any  event  it  should  be  thoroughly 
partitioned  off,  that  all  the  dust  may  be  confined 
within  its  own  limits.  It  is  highly  important  in  the 
arrangement  of  machinery  in  this  department  that 
ample  room  be  given  to  each  machine,  so  that  all 
may  be  operated  at  the  same  time  without  inter¬ 
fering  with  each  other  or  with  the  operatives  ;  also, 
to  provide  that  all  the  work  may  be  done  on  the  in- 


278 


STREET  RAILWAYS. 


dividual  parts  in  their  continuous  passage  through 
the  mill  without  having  to  be  carried  back  and 
forth  several  times,  resulting  in  unnecessary  steps 
and  consequent  loss  of  time. 

In  planning  a  repair  shop  provision  should  be 
made  for  handling  longer  timbers  than  those  re¬ 
quired  for  car  construction  proper  ;  for  it  not  in¬ 
frequently  happens  that  larger  timbers,  such  as  are 
required  in  the  buildings,  bridges  or  tracks  find 
their  way  into  the  wood  shop. 

Due  regard  should  also  be  had  to  the  safety  and 
convenience  of  the  operators  by  placing  of  the  shaft¬ 
ing,  pulleys,  belts  and  shifters  in  proper  positions 
and  housing  them  in.  The  best  practice  favors 
placing  the  shafting  beneath  the  floor,  openings 
being  provided  for  leading  the  belts  to  each 
machine.  Regard  for  the  comfort  and  health 
of  the  men  employed  in  this  department,  and  for 
economy,  requires  that  a  system  of  exhaust  pipes 
and  conveyors  be  provided,  with  hoods  over  each 
machine  for  removing  the  dust  and  shavings  and 
delivering  them  to  the  boiler  room  for  fuel.  A  spiral 
separator  placed  at  the  terminal  of  the  main  flue  will 
separate  the  dust  and  deliver  the  shavings  in  proper 
condition  for  the  furnace.  The  exhaust  may  be 
produced  by  a  fan  operated  at  or  near  the  engine 
room.  For  large  shops  small  trucks  and  tracks 
should  be  provided  for  the  speedy  transfer  of  small 
pieces  about  the  works. 

The  number  and  character  of  the  machines  that 
may  be  employed  to  advantage  in  this  department 
depends  upon  the  amount  of  work  to  be  done.  For 
repairs  alone  a  very  few  will  answer,  but  if  a  com¬ 
pany  builds  its  own  cars  it  should  have  quite  a 
number  of  the  same  patterns  as  are  employed  in 
commercial  street  car  work. 

The  following  are  among  the  best  machines 
in  the  market,  and  have  been  selected  from  the 
lists  of  a  number  of  manufactories  (Figs.  478 
to  514).  New  machines  are  constantly  appear¬ 
ing,  and  any  car  builder  who  may  require  a 
special  machine  for  shaping  any  piece,  no  matter 
how  irregular,  has  but  to  apply  to  the  makers  of 
this  class  of  tools  and  the  desired  device  will  be 
forthcoming. 


PARTIAL  LIST  OF  WOOD  WORKING  TOOLS. 

A  circular  re-saw  or  band  re-saw. 

Automatic  cut-off  machine. 

Self  feed  rip  saw. 

A  swing  saw. 

A  four  sided  planing  machine. 

A  thirty-six  inch  and  a  forty-two  inch  band  saw. 

A  small,  one  sided  pony  planer. 

An  Universal  wood  worker. 

A  seven  inch  outside  moulding  machine. 

A  blind  slat  planer. 

A  single  spindle  horizontal  boring  machine. 

A  double  spindle  horizontal  boring  machine. 

A  panel  raising  machine. 

A  heavy  end  tenoning  machine  with  double  heads 
and  copes. 

An  automatic  hollow  chisel  mortising  machine. 

A  blind  stile  mortiser  and  borer. 

A  buzz  planer. 

A  complete  sash,  door  and  blind  relishing  and 
mortising  machine. 

A  sanding  machine. 

A  wood  turning  lathe,  medium  size. 

A  belt  sander. 

A  scraping  machine. 

A  planer  for  squaring  up  timber  out  of  wind. 

A  fret  saw. 

A  band  saw  filing  machine. 

A  band  saw  setting  machine. 

A  band  saw  brazing  machine. 

An  automatic  knife  grinder  for  planer  knives. 

An  emery  tool  grinder. 

Fig.  303,  page  160,  illustrates  the  position  in 
which  the  various  tools  may  be  placed  in  a  large 
repair  shop  to  insure  economic  service.  The  same 
figure  also  illustrates  a  good  arrangement  of  trans¬ 
fer  tracks  and  turntables,  and  also  the  relative  posi¬ 
tion  of  the  different  departments. 

ERECTING  SHOP. 

In  large  works  this  department  often  occupies  a 
building  by  itself  ;  sometimes  it  is  located  above 
the  wood  working  department.  In  this  case,  ele¬ 
vators  of  sufficient  capacity  for  transporting  mate¬ 
rial  will  also  be  found  to  be  convenient.  As  before 
stated,  this  department  should  be  carefully  parti- 


CAR  BUILDING. 


279 


tioned  off  to  protect  it  from  the  dust  of  the 
machinery  department.  The  temperature  should 
be  maintained  at  about  sixty  degrees  to  insure 
accurate  fitting  of  joints,  and  lessen  the  liability  of 
shrinking  after  being  put  in  service.  Carpenters’ 
benches,  chests  and  closets  for  tools  should  be 
provided,  and  also  a  system  of  suspended  plat¬ 
forms  to  facilitate  work  upon  the  sides  and  roof  of 
the  car  body.  Numerous  small  trucks  (Figs.  4x3 
and  414)  and  horses,  before  referred  to,  are  a  part 
of  the  necessary  equipment  of  the  erecting  shop, 
for  they  facilitate  the  movement  of  the  body  as  the 
Work  progresses  A  store  room  should  be  provided 
as  an  adjunct  of  this  department  where  all  finished 
parts  can  be  delivered  as  they  come  from  the  wood 
Working  department,  and  stored  until  they  are 
needed  by  the  body  frame  builders. 

CABINET  SHOP. 

This  department  may  be  provided  for  in  con¬ 
nection  with  the  erecting  shop,  or  the  work  may  be 
done  in  rooms  set  off  from  the  wood  working  depart¬ 
ment.  But  few  separate  machines  are  required  for 
this  work  as  the  material  is  usually  prepared  in  the 
wood  working  department  and  delivered  ready  for 
fitting.  Screw  clamps  and  tables  should  be  provided 
(Fig.  513),  and  there  should  also  be  provision  for 
storing  glass  and  glazing  the  sash.  Wood  mouldings 
with  felt  linings  are  now  generally  employed  instead 
of  putty  for  holding  the  glass  in  the  frame;  hence, 
this  work  properly  belongs  to  this  department. 

PAINT  SHOP. 

This  is  one  of  the  most  important  departments 
in  car  building  and  should  receive  careful  atten¬ 
tion.  Besides  being  located  in  a  convenient  posi¬ 
tion  to  receive  the  bodies  as  they  come  from  the 
builders,  the  rooms  occupied  by  this  department 
must  necessarily  be  carefully  partitioned  to  ex¬ 
clude  dust  and  insects,  and  should  be  high,  having 
at  least  fifteen  feet  between  joints,  with  provision 
for  abundant  light  on  all  sides.  Light  is  not  only 
necessary  for  doing  good  work,  but  it  also 
hastens  the  drying  and  hardening  of  paint  and 
varnish.  Heating  facilities  should  also  be  provided, 
so  that  a  uniform  temperature  of  at  least  seventy- 
five  degrees  can  be  maintained  in  winter.  This 


high  temperature  is  not  required  for  the  comfort 
of  the  workmen  alone,  but  upon  it  depends  the 
facility  with  which  the  paint  and  varnish  can  be 
laid,  the  depth  to  which  it  will  penetrate  the  wood, 
and,  not  a  little  the  durability  of  the  coat.  Sepa¬ 
rate  rooms  should  be  provided  for  the  different 
stages  of  work,  especially  in  which  to  finish  the 
cabinet  work  and  veneers.  The  varnish  room 
should  be  amply  provided  with  tables,  and  with 
racks  and  frames  for  holding  the  spindles,  sashes, 
headings,  doors  and  panels  in  a  horizontal  posi¬ 
tion  while  the  varnish  is  drying,  so  that  a  heavy 
coat  can  be  laid  on  without  danger  of  flowing. 
When  dry,  these  parts  may  be  stored  in  any  posi¬ 
tion.  When  it  was  customary  for  painters  to  mix 
their  own  colors,  the  tops  of  painting  tables  con¬ 
sisted  of  a  heavy  flat  stone  ;  now  that  colors  are 
purchased  ready  for  use  the  stone  is  not  necessary, 
and  board  tops  are  provided.  It  is  convenient, 
however,  in  this  connection,  to  have  pieces  of  thick 
glass  on  which  to  place  the  colors. 

The  rubbing  room  is  usually  set  off  by  itself,  and 
equipped  with  benches,  washing  vats  and  other 
appliances,  where,  by  means  of  pumice  stone  or 
rubbing  bricks,  the  wood  work  is  carefully  polished 
and  prepared  for  receiving  its  coat  of  varnish. 

A  store  room  for  paints  is  a  necessary  adjunct  of 
this  department,  from  which  the  material  should 
be  dealt  out  to  various  workmen  upon  requisition 
from  the  head  painter,  as  is  required  in  other  de¬ 
partments. 

IRON  SHOPS. 

Under  this  head  are  embraced  three  depart¬ 
ments,  the  foundry,  blacksmith  and  machine  shops, 
all  which  should  be  located  near  each  other.  The 
former  is  not  an  absolute  necessity  in  all  car  building 
establishments  as  castings  may  be  purchased  or 
contracted  for  from  commercial  foundries.  Incase, 
however,  such  a  department  forms  part  of  a  plant, 
it  should  be  equipped  with  the  necessary  appli¬ 
ances,  including  one  or  more  cupolas  with  service 
elevators  and  blast  fans,  also  trucks,  ladles,  sand 
pits,  rumblers,  cranes,  flasks,  core  ovens  and,  if 
wheels  are  to  be  cast,  with  contracting  chills,  anneal¬ 
ing  ovens  and  wheel  grinders  (Figs.  460  and  515). 


28o 


STREET  RAILWAYS. 


A  Pattern  Shop  and  store  room  for  patterns  are 
necessary  adjuncts  of  the  foundry.  The  former 
should  be  provided  with  wood  lathes  (Fig.  506), 
band  saws  (Fig.  496)  and  other  machines  necessary 
for  this  work,  and  the  latter  with  racks  and  shelves, 
properly  numbered  and  so  arranged  that  any 
pattern  may  be  readily  found  when  required. 
Good  light  and  proper  ventilation  should  not  be 
overlooked  in  planning  buildings  for  the  foundry 
department. 

The  Blacksmith  Shop  requires  for  its  equipment 
forges,  anvils  and,  if  the  work  is  to  be  heavy, 


A  Machine  Shop,  with  a  more  or  less  elaborate 
equipment  of  iron  working  tools,  is  a  necessary  de¬ 
partment  in  any  car  building  or  repair  works.  If 
for  repairs  only,  both  the  blacksmith  shop  and  ma¬ 
chine  shop  may  be  located  so  as  to  flank  the  recep¬ 
tion  and  pit  tracks,  from  which  they  may  be  readily 
served  with  the  parts  needing  repairs  by  overhead 
trolley  tracks,  with  switches  and  crossings  so  lo¬ 
cated  that  communication  can  be  had  with  every 
department.  The  overhead  trolley  and  hand  lifts 
may  be  employed  instead  of  jacks  for  lifting  car 
bodies  and  removing  motors.  (See  last  chapter.) 


Fig.  515. — Wheel  Grinding  Machine, 


one  or  more  steam  hammers  (Fig.  516),  bending 
machines  (Fig.  519),  etc.  To  facilitate  the  removal 
of  the  smoke  and  foul  gases  from  the  forges,  a  flue 
with  mechanical  exhaust  should  communicate  with 
each,  and  each  should  be  served  with  an  air  blast  for 
forcing  the  fires.  Power  cranes,  trolley  cranes  and 
hand  hoists,  to  facilitate  the  handling  of  heavy  ma¬ 
terial,  should  in  all  cases  be  provided.  The  iron 
store  room,  with  proper  racks  for  storing  the  bar 
iron  and  steel,  is  usually  located  adjacent  to  the 
blacksmith  shop,  and  here  the  power  shears  (Fig. 
527)  and  punches  (Fig.  517)  for  cutting  the  bars 
and  plates  to  proper  shape  are  also  placed.  Weigh 
ing  scales,  hand  barrows  and  trucks  complete  the 
equipment  of  this  department. 


The  following  are  among  the  most  important 
iron  working  tools  that  will  be  required  for  com¬ 
mercial  car  building  or  for  making  repairs.  These 
are  manufactured  in  various  sizes  and  may  be  dup¬ 
licated  according  to  the  amount  of  work  to  be 
done;  axle  lathe,  engine  lathe,  radial  drill,  drill 
press,  planer,  key  seating  mill,  slotting  machine, 
wheel  boring  mill,  wheel  press,  journal  box  grinder 
and  steam  hammer.  Some  of  these  are  illustrated 
in  the  accompanying  engravings  (Figs.  518  to  529). 

A  portion  of  the  machine  shop  is  usually  parti¬ 
tioned  off  for  the  grinding  room,  where  are  located 
the  stones  and  emery  grinders  for  polishing  and  fin¬ 
ishing  the  close  fitting  or  ornamental  parts  which 
enter  into  car  or  truck  construction.  Sometimes  a 


CAR  BUILDING. 


281 


Fig.  518. — Engine  Lathe. 


Fig.  522. — Car  Wheel  Boring  Machine. 


282 


STREET  RAILWAYS 


Fig.  523. — Double  Axle  Lathe. 


Fig.  525.— Radial  Drill. 


Fig.  526. — Vertical  Drill. 


Fig.  527. — Power  Shears. 


CAR  BUILDING. 


283 


separate  building  is  employed  for  the  truck  erecting 
shop;  for  this  only  a  few  tools  are  required,  but  the 
overhead  lifting  arrangements  should  be  ample. 

The  Tin  Shop ,  by  no  means  the  least  important 


Fig.  528. — Journal  Box  Grinder. 

feature  of  a  car  building  works,  is  usually  located  in 
the  vicinity  of  the  iron  tool  shop  and  may  occupy  a 
room  on  any  floor.  In  this  department  are  pre¬ 
pared  the  lamp  flues,  stove  pipes,  stove  box  lining, 
ventilating  jacks,  thimbles  and  plates  for  roof  work. 
Also  lamp-oil  cans,  waste  cans,  water  tanks,  etc. 
The  tools  required  embrace  all  the  appliances  found 
in  ordinary  tin  or  stove  shops. 

SHIPPING. 

It  is  frequently  necessary  to  ship  cars  that  have 
been  built  for  the  trade  over  long  dis¬ 
tances,  either  by  rail  or  by  water,  in  which 
case  they  must  be  boxed  or  otherwise  pro¬ 
tected  to  prevent  their  being  injured  en 
route.  The  bodies  may  be  shipped  already 
mounted,  or  bodies  and  trucks  may  be 
shipped  separately.  When  dismounted 
false  sills  are  sometimes  placed  under,  to 
which  the  body  is  securely  bolted.  These 
sills  provide  for  the  use  of  rollers,  which 
facilitate  the  work  of  shifting  the  body 
about.  All  bronze  rails  should  be  carefully 
wrapped  with  burlap.  In  case  boxing  is 
not  required,  most  builders  provide  canvas 
or  waterproof  covers  which  enclose  the  entire  body, 
and  may  bear  the  imprint  of  the  manufacturing 


firm.  These  covers  being  returned  often  do  long 
service  and  answer  for  various  shipments. 

Some  companies  own  their  own  shipping  cars 
which  are  usually  of  the  platform  type  and  of  suffi¬ 
cient  length  (fifty  or  sixty  feet)  to  ac¬ 
commodate  two  ordinary  bodies,  upon 
which  they  are  transported  over  the 
different  steam  lines  to  their  destina¬ 
tion.  Frequently,  these  shipping  cars 
are  provided  with  a  housing  of  suf¬ 
ficient  capacity  to  enclose  and  protect 
the  largest  street  car  body. 

For  export  trade  it  is  sometimes 
necessary  to  so  construct  the  body 
that  it  can  be  knocked  down  after 
being  finished  and  compactly  packed 
for  shipping.  In  this  case  the  sides, 
ends,  roof,  hoods,  platforms  and  bottom  are  so  con¬ 
nected  that  by  removing  a  few  bolts  each  may  be 
separated  from  the  other  parts,  and  after  reaching 
their  destination  can  be  readily  set  up  and  securely 
united. 

In  case  a  car  building  establishment  is  not  lo¬ 
cated  near  a  steam  line,  it  is  customary  to  provide 
low  platform  wagons,  on  which  the  car  can  be 
transferred  from  the  shop  to  the  shipping  station. 
These  platforms,  being  equipped  with  grooved  or 


Fig.  529, — Iron  Planer. 

adjustable  rails,  provide  for  handling  trucks  of  any 
gauge. 


CHAPTER  IX 


TRACK  CONSTRUCTION. 


A  prime  requisite  in  all  street  railway  operations 
is  permanency,  and  in  the  long  chapter  of  expense 
items  that  inevitably  accompany  mechanical  trac¬ 
tion  a  large  percentage  (as  high  as  fifteen  on  some 
electric  lines)  is  due  directly  or  indirectly  to  defects 
in  the  tracks,  particularly  at  the  joint  connections. 
Hence,  it  is  desirable  to  reduce  this  percentage  to 
the  smallest  possible  limit,  and  roads  that  are  de¬ 
signed  to  do  a  large  amount  of  business  must  ad¬ 
vance  their  tracks  to  such  a  condition  as  will  allow 
of  cars  being  run  on  short  headway  and  at  a  high 
rate  of  speed,  or  they  will  imperil  their  very  exist¬ 
ence  by  defects  inherent  in  the  permanent  way. 

Among  the  many  depraved  traits  that  inanimate 
matter  possesses,  none  have  caused  greater  surprise 
or  reflected  more  severely  on  the  skill  of  engineers 
than  the  behavior  of  rails  and  joints  since  they 
were  made  to  do  service  under  electric  cars,  and 
notwithstanding  that  a  great  amount  of  inventive 
genius  and  experimental  effort  have  been  expended 
in  improving  the  details  of  foundations,  ties  rails, 
and  joints,  street  railway  companies  everywhere 
feel  more  or  less  solicitude  lest  they  fail  to  secure 
the  highest  standard  of  excellence  desired. 

Although  no  construction  with  which  we  are  ac¬ 
quainted  meets  all  requirements  in  a  fully  satisfac¬ 
tory  manner  under  all  conditions,  great  advances 
have  been  made,  and  this  line  of  engineering,  which 
heretofore  has  been  considered  a  humble  branch  of 
the  profession,  is  now  receiving  the  attention  of  the 
best  engineering  talent  of  the  country,  and  some 
of  the  modern  arrangements  represent  notable  and 
important  improvements  over  former  practice;  still, 
the  possibilities  of  improvements  are  not  yet  ex¬ 
hausted,  and  when  more  practical  knowledge  shall 
have  been  acquired  and  disseminated,  and  engineers 
discover  by  failures  what  not  to  do,  track  construc¬ 
tion  will  doubtless  be  advanced  to  a  more  credita¬ 
ble  condition,  but  it  cannot  be  expected,  in  spite 


of  all  that  will  be  done,  that  incessant  labor  will 
not  be  necessary  to  keep  the  best  of  construction 
in  first  class  condition. 

Were  it  not  that  the  significance  of  the  above 
points  is  frequently  ignored  by  street  railway  com¬ 
panies.  an  apology  should  be  made  for  presenting 
them  ;  but  some  street  railways  have  been  built  for 
sale  rather  than  for  use,  and  others,  on  account  of 
lack  of  funds,  are  sometimes  constructed  in  a  man¬ 
ner  known  to  be  imperfect,  in  the  hope  and  expecta¬ 
tion  that  they  will  gradually  be  improved  after  earn¬ 
ing  power  is  attained.  Such  expectations  will  never 
be  realized  in  electric  traction.  Although  it  is 
possible  with  horse  traction  for  cars  to  be  operated 
with  little  danger  for  long  periods  over  defective 
tracks,  it  is  not  so  with  the  new  power  ,  for  any 
defects  in  the  joints,  which  are  usually  the  weakest 
places  in  the  track  rapidly  grow  worse,  so  that,  not 
only  are  the  rails  worn,  but  much  greater  damage 
is  inflicted  upon  the  trucks  and  car  appliances.  The 
problem,  from  a  street  railway  point  of  view,  not 
easy  of  solution,  is  usually  further  complicated  with 
conditions  named  in  the  franchise,  which  relate  to 
paving,  rail  sections  and  care  of  tracks. 

In  treating  the  subject  it  is  necessary  to  consider 
the  preparation  of  the  foundation  on  which  the 
tracks  are  to  be  laid,  the  selection  and  adjustment 
of  ties  or  their  equivalent,  the  fastening  of  rails  to 
ties,  the  type  of  rail,  the  connections  between  rails, 
the  proper  laying  of  rails  on  curves, -the  construc¬ 
tion  of  turn-outs,  frogs,  switches,  crossings  and 
paving. 

SURVEY. 

In  case  a  new  line  is  to  be  constructed,  a  survey 
of  the  route  is  first  necessary,  but  this  requires  some 
knowledge  of  elementary  geometry  and  other  math¬ 
ematical  sciences,  and  great  care  is  necessary  in 
taking  the  measurements,  recording  the  data  and 
general  conditions  ;  hence,  this  work  is  usually  del- 


TRACK  CONSTRUCTION. 


285 


egated  to  specialists  in  this  line,  and  since  it  is  a  tween  the  ties  filled  up  evenly  to  the  top,  and  pro¬ 
custom  with  rail  makers  to  employ  men  well  versed  vided  with  tile  drains  at  proper  intervals  to  remove 
in  this  work  who  make  all  necessary  surveys  and  es-  any  excess  of  moisture  that  may  percolate  through 

the  pavement.  In  placing  the  ballast, 
coarse,  large  stones,  set  edgeways, 
may  be  placed  at  the  bottom  in  order 
to  provide  for  drainage,  but  care 
should  be  taken  to  keep  the  coarse 
stone  from  coming  up  to  the  bottom 
of  the  ties,  as  these  should  rest  only 
on  gravel  or  finely  broken  stone  thor¬ 
oughly  rolled  or  tamped  (Fig.  530). 
Those  who  have  experienced  trouble 
from  the  paving  blocks  being  forced  from  their  beds 
by  the  churning  action  of  the  ties,  accompanied  by 
a  flow  of  soft  mud,  will  appreciate  the  importance 
of  the  above  drainage  requirements.  In  some  cases 
proper  ballast  has  been  provided,  but  provisions  for 
drainage  being  neglected,  unsatisfactory  results  fol¬ 
lowed,  as  is  likely  to  be  the  case,  especially  where 


Fig.  530. — Cross  Section  of  Track  on  Ballast  Foundation — 
Girder  Rail  Spiked  to  Ties. 


timates  free  of  charge  to  parties  ordering  a  rail 
equipment,  it  is  not  essential  that  the  details  of 
the  work  be  treated  in  this  connection.  It  is  im¬ 
portant,  however,  that  the  street  railway  companies 
for  whom  the  work  is  being  done  direct  that  spiral 
transition  curves  be  employed  in  laying  out  the 
work  for  turns,  in  order  to  lessen  the  danger  of 


Fig.  531. — Cross  Section  of  Steam  Railway  Construction  with  Stone  Ballast. 


derailment  and  reduce  the  strain  and  shock  to  cars 
and  motors, which,  with  mechanically  propelled  cars, 
is  very  great  on  circular  curves.  In  case,  however, 
one  wishes  to  study  this  subject,  a  pamphlet  entitled 
“  The  Railroad  Spiral,”  by  Searles,  will  give  the 
desired  information. 

FOUNDATION. 

In  no  class  of  roads  is  it  so  essential  that  there 
should  be  a  thoroughly  good  road  bed 
as  with  electric  lines.  In  the  absence 
of  a  proper  foundation  it  is  useless  to 
expect  good  results  from  the  super¬ 
structure,  no  matter  what  the  type  or 
weight  of  rail  may  be.  Differences  of 
opinion  formerly  prevailed  in  regard 
to  this  matter,  but  positive  conclu¬ 
sions  have  now  been  reached,  and  these  are  that 
it  is  just  as  essential  as  in  steam  practice  to  have  a 
ballast  of  clean  broken  stone,  gravel  or  furnace  slag, 
at  least  a  foot  deep  under  the  ties,  with  the  space  be- 


the  formation  is  of  clay;  hence,  the  suggestions  for 
drainage  are  emphasized.  Fig.  531  illustrates  one 
method  of  ballasting  employed  on  the  steam  lines 
of  the  Pennsylvania  Railway.  (The  term  “  ballast  ” 
is  applied  to  material  employed  in  this  manner, 
because  stones  that  had  been  used  for  ship  ballast 
were  first  used  for  this  purpose  on  steam  lines 
near  Newcastle,  England.) 


Another  important  factor  in  securing  an  enduring 
road  bed  is  the  track  laborer,  and  special  attention 
should  be  given  to  the  selecting  and  drilling  of  the 
men  emlpoyed  and  to  impressing  upon  them  the 


Fig.  532. — Cross  Section,  Girder  Rail  on  Concrete  Foundation. 


286 


Street  railways. 


importance  of  thorough  and  conscientious  track  work , 
especially  in  tamping,  for  much  defective  track  is 
due  to  careless  and  insufficient  tamping.  In  some 
sections  it  may  be  difficult  to  secure  the  services  of 


Fig.  533. — Birmingham  Tramway  Construction. 


ally  employed  on  foreign  lines  using  animal 
power,  and  in  most  cases  have  proved  quite  dura¬ 
ble,  but  there  are  many  conditions  that  militate 
against  such  construction  in  this  country.  Some 
of  these  are  the  climate,  the  condition  and 
care  of  streets,  first  cost,  paving  require¬ 
ments,  etc.  Figs.  533  to  540  illustrate  pres¬ 
ent  and  former  English  practice  in  this  re¬ 
spect  and  show  the  different  methods  of 
fastening  rails. 

TIES. 

Metal  ties  have  been  employed  in  electric 
service,  to  a  limited  extent,  in  place  of  wood, 


Fig.  534. — Dunedin  Tramways. 


Fig.  535. — Edinburgh  Tramways. 


Fig.  536. — Southport  Tramways. 


Fig.  536A. — Southport  Tramways. 


Fig.  537. — Bristol  Tramways — Section  Between  Chairs. 


men  who  are  willing  and  competent 
to  perform  this  part  in  a  reasonably 
correct  and  efficient  manner,  but  the 
importance  of  strict  thoroughness 
should  be  understood  by  the  con¬ 
tractors  and  section  foremen  at  least. 

We  are  aware  that  a  foundation 
of  concrete  has  been  provided  on 
some  lines  in  place  of  stone  ballast, 
and  that  in  a  few  instances  a  credit¬ 
able  service  has  been  secured  (Fig. 

535),  but  disastrous  results  have  usually  followed 
the  use  of  concrete  in  this  form  or  as  pedestals 
under  joint  chairs.  Especially  will  it  be  found  im¬ 
prudent  to  lay  concrete  on  soft  or  newly  made 
road  bottoms.  These  remarks  refer  to  electric 
lines.  Concrete  foundations  have  been  quite  gener- 


with  a  view  of  securing  an  imperishable  founda¬ 
tion,  and  considerable  inventive  effort  has  been 
expended  in  this  direction,  but  no  very  satis¬ 
factory  results  have  been  obtained,  so  far  as  we 
are  informed.  There  is  also  a  system  designed  to 
obviate  the  use  of  ties  which  employs  broad  based 


TRACK  CONSTRUCTION. 


287 


metal  chairs  in  their  place  ;  of  this  we  will  speak 
later  on.  In  the  meantime,  when  ties  are  neces¬ 
sarily  employed,  their  selection  and  adjustment 
will  be  governed  somewhat  by  the  kind  and 
price  of  material  in  local  markets.  A  number  of 


for  ties,  but  adverse  elemental  forces  frequently 
bar  the  use  of  certain  woods  in  some  localities, 
in  which  case  it  is  necessary  to  be  governed  by 
experience  had  on  old  lines.  The  dimensions  of 
ties  for  electric  lines  should  be  5  ins.  X  7  ins., 


Fig.  539. — Wirrall  Tramways. 


•Manchester  Tramways. 


Q  ©  ©  © 

Wa  m,  « 

s 

Fig.  541. — Three  Tie  Joint. 

©  @  Q  © 

Fig.  542. — Suspended  Joint. 

varieties  of  wood  are  used,  and  different  methods 
of  preparing  it  are  adopted,  some  being  sawed, 
others  hewn  ;  the  latter  are  generally  considered 
best,  for  the  rounded  edges  allow  of  thorough 
tamping,  but  in  all  cases  the  bark  should  be  re¬ 
moved  before  the  ties  are  placed  on  the  foun¬ 
dation.  Yellow  pine  is  generally  considered  best 


Fig.  544. — Brace  Tie  Plate. 


or  better,  6  ins.  X  8  ins.,  and  they  should  b^  seven 
feet  long  for  standard  gauge,  and  not  less  than 
sixteen  should  be  used  for  each  thirty  foot  rail. 
The  spacing  at  the  joints  may  be  determined  by 
the  width  of  the  ties  employed,  as  shown  in  Figs. 
541  and  542,  but  the  type  of  rail  will  govern  the 
spacing  of  ties  somewhat.  In  case  the  rails  are 


288 


STREET  RAILWAYS. 


spiked  directly  to  the  ties,  the  use  of  a  Servis  tie 
plate  (Fig.  390),  or  the  ordinary  steel  tie  plate  is 
recommended  (Fig.  543),  ns  they  prevent  the  cut¬ 
ting  of  the  rail  into  the  tie. 

RAIL  FASTENINGS. 

The  method  of  fastening  rails  to  ties  will,  in 
many  cases,  be  governed  by  the  local  requirements 
in  regard  to  paving.  The  best  results,  by  far,  are 
obtained  where  the  rail,  be  it  a  Tee  or  girder  type 
is  spiked  directly  to  the  ties.  In  locations  where 
low  wooden  blocks,  vitrified  brick  or  asphalt  are 
employed  as  paving  material,  rails  of  the  ordinary 


results  have  been  secured  in  some  localities  by  the 
employment  of  a  longitudinal  stringer  on  which 
a  girder  rail  of  the  ordinary  depth  is  placed 
(Fig.  548.)  In  case  the  stringer  is  employed,  care 
should  be  exercised  in  selecting  the  kind  of  wood 
that  is  known  to  be  the  best  to  resist  decay  in 
any  particular  soil  or  climate  as  in  the  case  of  ties, 
and  the  stringers  should  be  cut  in  as  long  and  uni¬ 
form  lengths  as  possible.  The  stringer  may  be  se¬ 
cured  to  the  ties  by  means  of  cast  knees,  as  shown 
in  the  figure.  While  this  construction  has  given 
reasonable  satisfaction  in  paved  streets  having  a 


Fig.  545. — Cross  Section  Street  Construction,  Girder  Rail,  Wrought  Brace  Chair,  Marshall  Clips. 


height,  of  four  and  a  half  or  five  inches,  may  be 
thus  secured.  In  case  the  pavement  is  to  consist  of 
granite  sets  of  ordinary  depth,  it  will  be  necessary 
to  support  the  rail  upon  chairs  or  wooden  string¬ 
ers,  or  employ  a  specially  designed  rail  of  sufficient 
depth  to  allow  it  to  rest  directly  upon  the  ties.  In 
case  chairs  are  used  with  girder  construction  (Figs. 
545,  546  and  547),  those  of  wrought  metal  are  pre¬ 
ferable  to  those  of  cast  iron,  as  the  latter,  unless 
they  are  very  heavy  and  strong,  are  apt  to  break, 

especially  in  cold  climates.  It  is  also  of  advan- 

% 

tage  to  have  the  rail  and  chairs  united  by  electric 
welding.  Both  from  a  street  railway  point  of  view 
and  that  of  the  local  authorities,  the  employment 
of  chairs  resting  on  cross  ties  for  supporting  the 
ordinary  types  of  rails  on  electric  lines  is  unde¬ 
sirable,  as  it  will  be  difficult  to  keep  the  rail  in  po¬ 
sition,  and  a  frequent  disturbing  of  the  pavement 
will  be  necessary.  As  a  substitute  for  chairs  good 


moist  soil,  it  has  not  proved  to  be  desirable  in 
unpaved  streets  where  the  soil  is  sandy. 

It  is  proposed  in  certain  localities  to  employ  a 
girder  rail  having  a  broad  base  and  of  sufficient 
total  height  (nine  or  ten  inches)  to  allow  of  its  being 
spiked  directly  to  the  ties,  and  yet  provide  space 
for  the  paving  blocks  and  gravel  bed  above  them. 
This,  theoretically,  is  an  ideal  construction  with 
girder  rail,  but  it  remains  for  service  to  demon¬ 
strate  if  the  first  cost  and  increased  surface  wear,  be¬ 
cause  of  the  increased  stiffness,  are  not  prohibitory. 

Attention  should  be  given  to  the  type  of  spike 
employed  for  rail  and  chair  fastening,  and  the 
metal  from  which  they  are  made.  For  fastening 
the  rail  directly  to  the  tie  or  stringer,  railroad  hook 
spikes  of  soft  steel,  not  less  than  four  and  a  half 
inches  long,  are  recommended.  Those  having 
specially  designed  points  (Fig.  549)  are  preferable, 
as  they  cut  the  fibre  of  the  wood  better  than  the 


TRACK  CONSTRUCTION. 


289 


chisel  pointed  spikes  and  have  better  holding 
qualities.  Double  headed  spikes  (Fig.  550)  may 
be  employed  to  advantage  for  fastening  chairs  and 
tie  plates,  for  when  driven  there  is  sufficient  space 
left  between  the  plate  and  second  head  to  readily 
admit  the  claw  bar  when  it  is  necessary  to  draw 
the  spike,  so  that  the  head  is  not  as  liable  to  come 
off  as  is  the  case  with  the  common  spike. 

THE  RAIL. 

Service  has  demonstrated  beyond  question,  thus 
far  in  the  history  of  electric  traction,  that  the 


rails  to  provide  a  channel  for  the  wheel  flange. 
Some  of  the  claims  made  for  this  type  of  rail  are 
its  vertical  and  lateral  stiffness,  durability,  ease  of 
draught  and  small  first  cost.  When  used  it  should 
be  modelled  after  the  designs  employed  on  the 
leading  steam  roads,  one  of  which  is  illustrated  in 
Fig.  553.  which  shows  the  standard  rail  and  con¬ 
nections  at  present  employed  on  the  Pennsylva¬ 
nia  lines  ;  but  should  this  type  be  employed  for 
electric  service,  the  nearer  it  is  copied  in  weight  as 
well  as  design,  the  more  satisfactory  will  be  the  re- 


Fig.  546. — Clip  Tie  Chair. 


Fig.  547. — Rolled  Steel  Chair. 


Fig.  549. 

Special  Point  Chair 
Spike. 


Fig.  548. — Girder  Rail  with 
Stringer  Support. 


Fig.  550. — Double  Headed  Spikes. 


Tee  type  of  rail,  when  of  proper  dimensions,  and 
spiked  directly  to  the  ties,  has  given  the  best  satis¬ 
faction  from  the  operator’s  point  of  view  wherever 
its  use  has  been  allowed.  Hence,  for  suburban 
lines,  and  lines  operating  on  paved  streets  in  small 
cities,  the  use  of  the  Tee  rail  is  recommended.  It 
may  be  questioned,  however,  if  its  use  on  paved 
streets,  where  there  is  a  good  deal  of  vehicular 
traffic  is  economical,  on  account  of  the  rapid  wear¬ 
ing  out  of  the  pavement  next  the  rails.  When 
this  rail  is  laid  in  streets  paved  with  wood  or 
stone  blocks,  it  is  necessary  to  chamfer  off  the 
corners  of  the  blocks  next  the  gauge  side  of  the 


suits,  provided  the  joint  connections  receive  proper 
attention. 

The  use  of  the  Tee  rail,  however,  is  necessarily 
confined  to  a  limited  field  in  street  railway  service, 
owing  to  local  requirements  and  conditions,  so  that 
for  the  larger  service,  unless  a  new  type  should  be 
developed,  some  form  of  the  girder  rail  must  be  em¬ 
ployed,  on  mechanically  operated  lines  at  least. 

From  the  shape  of  the  head,  girder  rails  may  be 
divided  into  three  kinds,  designated  centre  bear¬ 
ing,  side  bearing  and  grooved  (Figs.  552,  553  and 
554.)  Each  of  these  forms  may  be  rolled  with  or 
without  a  base  flange,  or  the  web  may  terminate  in 


290 


STREET  RAILWAYS. 


a  bulb.  Only  those  having  a  wide  base,  however, 
are  suitable  for  electric  traction.  There  are  other 
forms  designated  by  variations  in  the  web  ;  one  is 
known  as  the  double  web  or  box  rail  (Fig.  555); 


Fig.  551. — Tee  Rail — Pennsylvania  Standard  of  1889. 


another  as  a  double  girder  or  duplex  rail  (Fig.  557), 
which  is  rolled  in  two  parts,  with  the  head  and  tram 
each  provided  with  a  web  and  designed  to  be  laid 
with  broken  joints,  or  so  that  each  part  in  turn 
solidly  underlaps  or  overlaps  the  joint  connection 
of  the  other.  These  rails  take  any  head  outline 
desired,  and  require  no  base  flange. 

In  reference  to  the  form  of  the  head,  the  centre 
bearing  rail  is  the  most  desirable  from  the 
operator’s  standpoint  ;  because,  from  the  shape  of 
the  head,  it  readily  sheds  dirt  and  offers  less  re¬ 
sistance  to  the  wheel  than  other  types,  but  its  use 
is  prohibited  in  many  localities  because  it  is  diffi¬ 
cult  for  the  wheels  of  vehicles  to  mount  the  head 
in  getting  in  or  out  of  the  track  ;  hence,  it  is  neces¬ 
sary  to  employ  the  side  bearing  or  grooved  rail,  or 
a  compromise  between  them,  something  that  will 
give  reasonable  satisfaction  both  to  wagon  owners 
and  the  operating  companies. 

Exactly  the  best  width  of  head  for  a  given  weight 
of  rail  can  hardly  be  determined.  A  wide  head  re¬ 
duces,  theoretically,  the  pressure  per  square  inch 
of  wheels,  but  on  account  of  the  slight  coning  of 
the  wheels  their  actual  contact  is  only  from 
one-half  to  three-fourths  of  an  inch.  If  the  head 
is  wide  it  must  be  thin,  with  a  given  weight  of  rail, 
so  that  its  side  presents  less  surface,  with  a  higher 


rate  of  flange  wear,  and  a  greater  variation  in  the 
gauge  of  the  tracks.  The  heads  must  be  deep 
enough  to  allow  of  a  reasonable  amount  of  wear, 
before  the  wheel  flange  will  come  down  upon  the 
tram. 

Practice  has  determined  that  the  best  average 
width  of  head,  for  anything  above  a  fifty  pound  per 
yard  rail,  lies  between  two  and  two  and  a  half 
inches,  with  a  depth  of  one  inch  or  an  inch  and  an 
eighth  at  the  gauge  line.  Every  possible  fraction 
of  the  remaining  half  inch  in  the  width  has  been 
adopted,  but  no  one  can  prove  that  each  is  not 
the  best.  In  any  case  the  head  should  be  so  de¬ 
signed  that  the  weight  of  the  wheel  will  come 
directly  over  the  web,  to  prevent  any  tendency  of 
the  rail  to  cant  over,  which  will  be  the  case  if  the 
slightest  leverage  is  given  to  £he  weight.  In  de¬ 
signing  rails  for  animal  traction  it  may  be  necessary 
to  so  place  the  web  that  it  will  bear  the  weight  im¬ 
posed  upon  the  head  as  well  as  that  imposed  upon 
the  tram  from  vehicular  traffic  ;  but  for  electric 
traction  this  is  seldom  necessary,  for  the  car  service 


Fig.  553. — Side  Bearing 
Girder  Rail. 


is  first  to  be  provided  for  ;  and  since  this  is  usually  so 
much  harder  than  the  wagon  service  the  latter  may 
usually  be  ignored. 

The  tram  or  flange  of  the  ordinary  girder  rail 
should  be  so  designed  that  it  will  last  as  long  as  the 
head.  As  the  part  next  to  the  head  is  the  most  subject 


TRACK  CONSTRUCTION. 


to  wear,  it  may  be  thickened  at  this  point  and  allow¬ 
ed  to  taper  away  to  the  extreme  point  in  order  to 
economize  in  weight.  The  flange  of  the  rail  under 
electric  traction  is  not  liable  to  wear  out  before 
the  head,  as  is  the  case  with  animal  traction,  unless 
the  street  traffic  should  be  extremely  heavy  ;  hence, 
not  so  much  attention  should  be  given  to  its  design 
as  formerly,  except  in  the  direction  of  width.  In 
regard  to  the  width,  most  companies  will  be  gov¬ 
erned  by  local  requirements,  and  if  they  must  pro¬ 
vide  for  wagon  travel  the  tram  should  be  as  narrow 
as  the  requirements  will  allow  (as  narrow  as  two  in¬ 
ches  if  possible),  both  to  reduce  the  tendency  of  the 


Fig.  555. — Box  Girder  Rail. 


rail  to  cant  inwards,  by  reducing  the  leverage,  and  to 
add  to  its  paving  qualities.  The  latter  is  an  import¬ 
ant  consideration,  for  if  the  tram  is  very  wide  the 
adjoining  paving  blocks,  when  they  settle,  are  apt  to 
cant  under  the  tram,  making  a  dangerous  trap  for 
horses’  feet.  This  tendency,  however,  can  be  pro¬ 
vided  for  to  a  certain  extent  by  filling  the  pocket  of 
the  rail  under  the  tram  with  concrete  or  specially 
designed  vitrified  brick,  before  the  paving  blocks 
are  put  in  place. 

The  web  of  the  ordinary  girder  rail  is  usually  pared 
down  to  from  one-fourth  to  seven-sixteenths  of  an 
inch.  So  far,  no  web  of  any  of  the  leading  patterns 
has  broken  down  from  being  too  thin.  Any  variation 
from  the  above  is  of  little  importance,  for  no  one 
can  say  whether  a  sixty-fourth  should  be  added  or 
removed  unless  an  unusually  high  (ten  inch)  rail  is 
to  be  employed,  when  a  bead  may  be  added  along 


2gt 

the  centre  of  the  web  on  each  side.  The  height  of 
the  web,  however,  is  quite  important  ;  and  were  it 
not  for  paving  conditions  it  would  be  easy  to  per¬ 
fect  the  rail  as  a  beam  and  establish  a  standard 
height  for  given  weight  because  the  stiffness  of  a 
beam  increases  as  the  cube  of  the  height  ;  and  it 
has  been  found  in  steam  practice  that  a  well  pro¬ 
portioned  rail  of  about  four  and  a  half  inches  in 
height  will  carry  loads  of  five  or  six  tons  per  wheel 
to  the  best  advantage.  But  it  has  also  been  ascer¬ 
tained  that  rails  only  half  an  inch  higher  wear  out 
more  rapidly  on  the  surface  than  the  lower  rails  of 
the  same  quality.  This  is  explained  by  the  fact 


that  the  higher  rails,  being  more  rigid,  decrease 
the  time  of  impact  of  the  hammer  blow  of  the 
wheel  (whose  destructive  effect  is  as  the  square  of 
its  velocity)  and  so  increase  the  power  of  the 
blow.  As  before  stated,  it  is  yet  to  be  determined 
whether  this  increased  wear,  due  to  increased  stiff¬ 
ness,  will  militate  against  the  employment  of  a 
deep  rail  to  obviate  the  use  of  chairs  or  stringers. 
Of  course,  where  the  ties,  or  yokes  in  cable  lines, 
are  placed  quite  a  distance  apart,  and  it  is  thought 
desirable  to  suspend  the  joints,  a  deep  rail  will, 
theoretically,  carry  the  load  without  much  deflec¬ 
tion  out  to  the  end  and  impose  less  service  upon 
the  joint  connections,  and  the  rail,  being  deep, 
allows  the  use  of  deep  connecting  plates. 

The  relative  advantage  of  a  deep  beam,  even  un¬ 
der  these  conditions,  when  the  first  cost  and  value 
of  scrap  are  considered,  is  a  difficult  question  to  de- 


292 


STREET  RAILWAYS. 


termine,  as  are  also  the  relative  merits  of  a  rigid  and 
an  elastic  construction,  and  both  must  be  left  until 
new  conditions  of  road  bed,  load  and  manufacture 


Fig.  558. — Proposed  High  Girder  Rail— Boston  Type. 

shall  have  indicated  further  improvements  in  the 
weight  and  proportion  of  steel  rails  for  street  rail¬ 
way  service. 

The  width  of  the  base  of  the  ordinary  girder, 
which  is  designed  to  be  spiked  directly  to  the  ties, 
is  not  so  difficult  to  determine  as  the  height,  and 
the  best  practice  makes  the  base  and  the  height 
the  same.  With  a  wide  base  the  tendency  of  the 
rail  to  turn  over  is  not  so  great,  and  it  is  not  as  lia¬ 
ble  to  cut  into  the  tie  or  stringer.  When  employed 
with  chairs  it  should  also  be  wide,  and  the  base  of 
the  chairs  should  be  spread  to  correspond  with  the 
total  height.  The  ordinary  length  of  the  girder 
rail  is  thirty  feet,  but  practice  is  tending  in  the  direc¬ 
tion  of  a  longer  (forty-five  foot)  rail,  following  the 
example  set  by  some  steam  lines.  This  practice 
will  reduce  the  number  of  joint  connections,  but 
should  the  contraction  in  cold  weather  all  take  place 
in  one  direction,  it  would  leave  too  wide  a  space  at 
the  joint. 

The  grooved  girder  rail  (Fig.  554)  was  an  im¬ 
portation  from  English  practice,  and  where  the  con¬ 


ditions  are  favorable  it  has  given  excellent  results. 
Its  use,  however,  is  recommended  only  in  mild  cli¬ 
mates  and  on  streets  that  are  kept  scrupulously 
clean,  for  the  reason  that,  ordinarily,  the  groove 
will  become  packed  with  dirt,  bits  of  ice,  snow  or 
mud,  thus  causing  the  wheel  to  rest  upon  its  flange, 
and  increasing  the  resistance  and  tendency  to  de¬ 
rail  the  car.  It  must  be  laid  to  a  close  gauge  ;  and 
it  is  estimated  that  it  requires,  ordinarily,  from  thirty 
to  forty  per  cent,  more  power  to  operate  cars  upon 
it  than  on  the  side  bearing  or  Tee  rail.  The  flanges 
of  the  wheels  wear  rapidly  on  both  sides,  and  there 
are  other  minor  objections  to  its  use,  so  that  it  is  an 
imposition  on  the  part  of  city  authorities  to  re¬ 
quire  that  it  be  used  except  where  the  conditions 
are  favorable,  as  above  noted.  It  is,  no  doubt,  a 
desirable  rail  from  the  point  of  view  of  the  public, 
for  it  offers  little  or  no  obstruction  to  wagon  traf¬ 
fic,  as  the  pavement  can  be  laid  flush  with  the  sur¬ 
face  on  both  sides  ;  and  where  the  streets  are  paved 
with  asphaltum  it  can  be  driven  over  in  any  direc¬ 
tion  without  its  presence  in  the  street  being  de¬ 
tected.  If,  however,  the  pavement  is  not  carefully 
maintained  and  is  allowed  to  settle  irregularly,  the 
rail  becomes  exposed,  wagon  wheels  form  ruts,  and 
its  obstructive  features  soon  exceed  those  of  other 


Fig.  559  — High  Girder  Rail — Philadelphia  Type. 

types.  In  some  cases,  where  the  use  of  this  type 
of  rail  has  been  insisted  upon  by  state  or  city  au 
thorities,  a  compromise  has  been  effected  by  form* 
ing  the  groove  with  an  inclined  or  dishing  wall  on 


TRACK  CONSTRUCTION. 


293 


the  inside,  or  terminating  the  point  of  the  tram  a 
little  below  the  level  of  the  head  (Figs.  556  and  555. 
See  also  Figs.  173  and  174,  p.  83).  With  this  ar¬ 
rangement  the  flange  of  the  wheel  tends  to  cut 
through  and  crowd  the  obstructions  out  of  the 


Another  high  rail  (Fig.  559),  has  been  designed 
for  use  on  some  of  the  Philadelphia  lines.  The 
illustration  shows  the  method  of  joint  connection, 
which  consists  of  deep  angle  plates  held  in  posi¬ 
tion  by  two  rows  of  bolts. 


Fig.  560.— Box  Girder  Rail  in  Macadam  Pavement. 


groove,  and  the  pavement  may  be  laid  flush  both 
with  the  tram  and  the  head. 

Fig.  558  illustrates  a  high  (100  lb.)  girder  rail 
before  referred  to,  and  which  has  been  designed  for 
use  on  some  of  the  Boston  lines.  The  engraving 
shows  the  rail  at  the  joint,  and  also  a  section  of 


The  box  or  double  web  girder  rail,  illustrated  in 
Figs.  555,  560,  561  and  562,  has  been  designed  to 
obviate  some  of  the  alleged  defects  inherent  in  the 
ordinary  patterns  of  girder  rails.  It  has  great  verti¬ 
cal  and  lateral  strength  with  a  minimum  amount 
of  metal  ;  excellent  paving  qualities,  in  that  the 


Fig.  561.— Box  Girder  Rail  in  Stone  Pavement. 


the  girder  or  “  standard”  joint  which  is  designed 
for  use  with  this  type  of  rail.  Between  the  joints 
the  rail  is  to  be  spiked  directly  to  the  ties,  as  it  is  of 
sufficient  height  to  allow  of  paving  with  regulation 
granite  sets  without  any  blocking  up. 


vertical  sides  offer  ample  support  to  paving  blocks 
and  prevent  their  tilting  over  even  though  they 
settle  below  the  level  of  the  head  ;  facility  of 
adjustment  to  chairs  or  ties  without  any  bolt 
holes  through  the  webs,  and  admits  of  em- 


STREET  RAILWAYS 


294 


ploying  long  and  durable  joint  connections.  The 
rails  are  rolled  with  the  flanges  slightly  flaring  and 


ers  are  competing  in  the  market  for  a  share  of  the 
street  railway  business. 

The  designs  of  a  duplex  rail,  shown  in  Figs.  557 
and  563,  illustrate  a  commendable  effort  to  obviate 
the  troublesome  joint  defects  which  to  a  greater  or 
less  degree  are  inherent  in  every  other  type  of  rail, 
and  to  provide  an  all  metal  structure.  This  is  a  com¬ 
paratively  new  system,  and  it  has  not  yet  demon- 


Fig.  562. — Box  Girder  Rail  Spiked  to  Tie. 


Fig.  563. — Duplex  Construction. 


terminated  with  a  bead  at  the  lower  edge,  having 
an  inclined  top  which  is  designed  to  engage  with 
the  inclined  bead  of  the  clamp,  and,  from  the 
natural  tendency  of  the  web  to  spring  outward, 
holding  the  rail  and  chair  firmly  together,  thus  tak¬ 
ing  up  any  wear  that  may  occur  at  the  point  of 
contact  between  them. 

The  head  may  be  rolled  to  correspond  with  any 
of  the  forms  employed  in  the  other  types  of  girder 
rail.  Designs  for  special  construction  to  accom¬ 
pany  the  use  of  this  rail,  including  curves,  switches 
and  chairs  for  uniting  this  rail  with  other  types, 
have  been  quite  fully  worked  out,  and  the  promot¬ 


Fig.  564. — Tram  Rail  with  Dependent  Flange  Supported 
on  Reinforced  Sleepers. 

strated  its  wearing  and  staying  qualities  by  long  and 
hard  service  which  is  the  only  test  that  can  recom¬ 
mend  any  system  for  general  adoption.  Theoret- 


TRACK  CONSTRUCTION. 


295 


ically,  the  mechanical  principle  on  which  it  is  con¬ 
structed — that  of  under  and  overlapping  connec¬ 
tion — is  correct  but  what  depraved  traits  service 
will  develop  cannot  be  anticipated.  It  would  seem, 
however,  to  be  worthy  of  trial. 

!  The  system  as  shown  consists  of  a  split  railhaving 
two  members  which  constitute  the  head  and  tram, 
which  are  rolled  separately,  so  that  each  is  provided 
with  a  plain  independent  web.  When  in  position 
the  members  overlap,  forming  semi-joints,  so  that 


nate  chair,  and  wedge  keys  at  every  chair.  The  tie 
bars  are  provided  with  notches  near  the  ends  so  de¬ 
signed  as  to  receive  the  rail  web,  which  locks  them 
in  position  and  maintains  the  track  to  gauge  without 
the  use  of  bolts  or  nuts.  The  rails  are  rolled  in  thirty- 
two  foot  seven  inch  lengths.  Designs  for  all  special 
work  are  provided,  making  a  complete  system. 

A  method  of  track  construction  which  has  been 
designed  with  a  view  of  employing  a  tram  or  flat 
rail,  so  as  to  obviate  the  joint  defects  that  usually 


Fig.  565. — Channel  Bar  Connection.  Fig.  567. — Joint  Box. 


they  give  to  each  other  mutual  support.  The  cross 
section  resembles  somewhat  a  box  rail  and  it  has 
fair  paving  features.  When  worn  either  member  may 
be  replaced  without  rejecting  the  other.  The  top  may 
be  rolled  to  correspond  with  any  of  the  standard 
forms,  either  side  bearing,  grooved  or  semi-grooved. 

In  order  to  obviate  the  use  of  wooden  cross  ties 
and  stringers,  provision  is  made  for  supporting  the 
rails  on  deep  metal  chairs  which  have  a  broad  con¬ 
cave  base,  and  are  designed  to  rest  upon  the  soil 
where  it  is  sufficiently  firm,  or  upon  foundations 
formed  by  tamping  broken  stone,  sand  and  gravel 
firmly  into  a  pocket  excavated  for  the  purpose.  The 
chairs  are  spaced  from  two  to  two  feet  eight  inches 
between  centres,  with  stout  tie  bars  at  every  alter- 


accompany  this  type  of  rail,  is  illustrated  in  Fig. 
564.  The  essential  features  of  the  system  consist 
in  placing  a  flat  bottom,  heavy  rail,  having  depend¬ 
ent  flanges,  upon  a  longitudinal  stringer  which  is 
faced  on  each  side  at  intervals  with  metal  plates 
which  are  so  bolted  as  to  break  joints  with  each 
other,  the  rail  and  stringer.  The  independent 
flanges  and  plates  are  pierced  with  oval  holes, 
through  which  spikes  are  driven,  so  that  rail,  plates 
and  stringer  are  held  firmly  together.  The  stringer 
is  thoroughly  protected  on  the  top  by  the  rail  and 
plates,  and  may  rest  upon  ties  or  a  tamped  ballast 
foundation.  How  far  this  arrangement  tends  to  a 
solution  of  joint  defects  remains  for  service  to 
demonstrate. 


296 


STREET  RAILWAYS. 


THE  RAIL  JOINT. 

The  establishment  of  proper  connections  between 
the  ends  of  rails  so  as  to  form  a  continuous  line  with¬ 
out  permitting  them  to  touch  each  other,  except 


Fig.  568. — Combined  Joint  Box  and  Chair. 

when  the  highest  temperature  prevails,  and  at  the 
same  time  avoid  the  damaging  effects  of  the  space 
left  at  the  ends,  which  is  necessitated  because  of 
expansion  and  contraction,  is  one  of  the  most 
difficult  problems  that  confront  the  street  railway 
engineer,  although  it  seems  comparatively  simple. 
The  space  required  for  expansion  at  the  end  of 
rails  is  in  proportion  to  the  length  of  the  rail, 
and  should  always  be  exact,  for  if  too  close  the 
rail  would  be  torn  from  its  fastening  by  the  force 
of  expansion,  which  is  estimated  to  be  from  six  to 
nine  tons  per  square  inch  of  section,  which  corres¬ 
ponds  to  ten  pounds  per  yard,  or  in  a  seventy 
pound  rail,  from  forty-two  to  sixty  tons.  The 
expansion  of  a  thirty  foot  iron  or  steel  rail  is  .252 


Fig.  569. — Standard  Girder  Joint. 
in.  or  one-fourth  of  an  inch  for  every  100  degs.  of 
temperature,  and  the  highest  temperature  of  a  rail 
in  summer  is  about  130  degs.  Fah.,  or  about  100 
degs.  above  the  freezing  point,  so  that  when  thirty 
foot  rails  are  laid  at  a  temperature  near  the  freez¬ 


ing  point  a  space  of  at  least  one-fourth  of  an  inch 
should  be  allowed,  and  half  as  much  with  a  fifteen 
foot  rail.  At  eighty  degrees,  or  fifty  degrees  below 
the  highest  temperature,  only  one-eighth  of  an 
inch  is  required.  When  the  highest  temperature 
prevails,  the  rails  should  be  laid  so  that  their  ends 
touch  each  other. 

The  joint  matter  has  undergone  a  long  series  of 
experiments  at  the  hands  of  steam  railway  en¬ 
gineers,  the  experiments  ranging  through  various 
forms  of  chairs,  bridges,  fish  plates  and  angle 
bars,  with  a  tendency  favorable  to  the  latter,  be¬ 
cause  they  afford  additional  strength  as  compared 
with  most  other  devices  ;  and  yet,  those  who  have 
had  the  longest  experience  in  the  steam  service 
express  the  belief  that  it  is  practically  impossible 
to  provide  a  joint  that  will  not  need  constant 


attention.  This  is  a  rather  discouraging  statement 
for  the  street  railway  manager,  for  the  rails  of 
his  lines  are  hid  away  under  the  pavement  where 
they  are  not  readily  accessible  ;  hence,  defective 
joints  may  be  accepted  as  the  “social  evil  ”  of 
of  the  street  railway  system.  By  employing  a  prop¬ 
erly  designed  heavy  girder  rail  (not  less  than  eighty 
pounds  per  yard),  joint  defects  do  not  develop  so 
readily  as  with  a  lighter  rail,  but  even  with  the 
heaviest  rail  they  still  exist  to  an  extent  not  gener¬ 
ally  realized. 

The  nearest  approach  to  a  solution  of  the  prob¬ 
lem,  which  long  service  has  demonstrated,  is  the 
employment  of  slightly  curved  steel  channel  bars 
on  both  sides  of  the  rail,  where  the  ordinary  types  of 
girder  or  Tee  rails  are  employed  (Figs.  551  and  565). 
The  curve  in  the  channel  bars  allows  them  to  spring 
slightly  when  the  bolts  are  tightened  up,  causing 
the  plates  to  wedge  in  tightly  between  the  head 
and  base  of  the  rail,  while  at  the  same  time  it  acts 


TRACK  CONSTRUCTION. 


297 


as  a  nutlock  and  tends  to  prevent  the  plates  from 
working  loose. 

In  order  to  secure  good  results  with  such  con¬ 


nections,  it  is  necessary  that  the  rail  be  so  rolled 
that  ample  space  under  the  head  and  tram  and  on 


inch  bar.  When  the  nut  is  being  set  up,  the  bolt 
should  be  continually  struck  with  a  heavy  hammer, 
and  just  before  the  paving  blocks  are  put  in  place 
the  wrench  should  be  applied  and  every  bolt  set 
up  as  closely  as  possible.  Almost  any  type  of  joint 
will  stand  for  a  time,  perhaps  a  year,  without  atten¬ 
tion,  but  after  a  certain  period  the  parts  will  be¬ 
come  worn  from  constant  chafing  due  to  changes 
in  temperature,  when  they  will  require  readjust¬ 
ment  ;  and  that  type  which  requires  the  least  at¬ 
tention  is,  obviously,  the  most  desirable,  without 
reference  to  the  first  cost. 

The  repair  of  joints  usually  necessitates  the 
removal  of  a  portion  of  the  adjacent  paving,  and, 
if  this  is  of  asphalt  or  of  stone  sets  grouted 
with  cement  or  mastic,  the  difficulty  and  expense 
of  removing  them  is  quite  considerable.  In  this 
case  it  will  be  found  economical  to  provide  at 


Fig. 


572. — Samson  Joint. 


the  base  be  provided  on  w'hich  the  bars  may  rest, 
and  so  drilled  as  to  allow  for  expansion  and  con¬ 
traction.  Heavy  lock  nuts  or  grip  bolts  must  also 
be  provided,  and  the  nut  should  have  an  enlarged 
chamber  or  recess  on  the  inside  to  protect  some  of 
the  unused  threads  of  the  bolt,  so  that  when  it  be¬ 
comes  necessary  to  tighten  up  the  bolts,  new  and 
clean  threads  may  be  brought  into  service  (Fig.  566). 
Opinions  differ  as  to  the  proper  length  of  channel 
best  for  this  purpose.  As  the  ends  of  the  rails  go 
up  as  well  as  down,  there  would  seem  to  be  noth¬ 
ing  gained  by  the  employment  of  an  extra  long 
bar,  and  the  ordinary  length  of  twenty-eight  or 
thirty  inches,  with  four  or  six  bolts,  will  doubtless 
give  as  good  results  as  the  thirty-four  or  thirty-six 


each  joint  cast  iron  boxes  with  removable  lids 
through  which  access  may  be  had  to  bolts,  so  that 


Fig.  573. — Bridge  Joint  Chair. 

they  may  be  tightened  up  at  frequent  intervals 
without  disturbing  the  pavement  (Figs.  567  and 
568).  In  case  a  joint  tie  settles,  the  boxes  are  of  no 


-93 


STREET  RAILWAYS. 


advantage  as  it  will  have  to  be  tamped  up,  and  this 
will  necessitate  the  removal  of  the  pavement,  but 
for  taking  the  ‘  stitch  in  time,”  which  is  highly 
important  in  track  maintenance,  the  boxes  are  very 
convenient. 


shown  in  Figs.  541  and  542,  no  one  can  tell  which 
is  best.  With  the  adjacent  ties  so  placed  that  they 
come  entirely  under  the  ends  of  the  channel  bars, 
as  shown  in  the  last  figure,  the  joints  may  be  sus¬ 
pended,  otherwise  a  tie  should  be  placed  lmme- 


Fig.  574.— Continuous  Rail  Joint. 


It  may  be  stated  as  a  ru2e  that  low  joints  should 
never  be  allowed  with  mechanical  traction,  for  in 
addition  to  the  damage  inflicted  upon  the  rolling 
stock  as  before  noted,  if  the  rail  becomes  arched 
vertically  from  depression  at  the  ends  it  will  be  dif¬ 
ficult  to  ever  again  maintain  it  in  a  level  position 
after  the  joints  are  raised,  owing  to  the  constant 
effort  of  the  metal  to  assume  the  arched  form,  re- 


diately  under  the  joint,  except  when  some  form  of 
bridge  joint  is  employed. 

The  position  of  joints,  with  respect  to  each  other, 
is  an  important  consideration.  They  should  never 
be  laid  opposite  each  other  ;  neither  is  it  a  good 
plan  to  break  joints  with  the  middle  of  the  rail  ; 
but  where  joints  are  broken  about  one-third  the 
length  of  the  rail,  good  results  usually  follow. 


Fig.  576.— Nine  Inch  Joint  Chair  for  Box  Girder. 

suiting  in  the  loosening  of  the  connections  under 
the  middle  of  the  rail. 

The  relative  advantage  of  supported  or  suspended 
joints  where  wooden  ties  are  employed  need  not  be 
discussed.  In  treating  on  track  construction  for 
cable  lines  in  the  second  chapter,  we  recommended 
supported  joints,  as  the  yokes  are  usually  spaced 
quite  a  distance  apart,  but  with  ties  laid  closely,  as 


Fig.  575.— Brace  Joint  Chair. 

Besides  the  channel  bar  joint  illustrated  herewith 
there  are  devices  in  the  market  which  combine  the 
splice  bar  and  bridge  principles,  some  of  which  have 
given  excellent  service.  Among  these  are  the  stand¬ 
ard  or  girder  joint,  illustrated  in  Figs.  569  and  570. 
This  consists  of  two  side  clamps  of  rolled  steel,  each 
a  girder  of  great  strength,  supporting  a  Tee  bar 
on  which  the  ends  of  the  rails  are  seated  and  the 


TRACK  CONSTRUCTION. 


299 


whole  clamped  by  nutlocked  bolts  above  and  be¬ 
low.  The  Tee  bar  or  bridge  may  be  extended  so 
that  its  ends  reach  to  the  adjacent  ties,  upon  which 


it  is  supported  by  small  two-bolt  clamps,  making 
what  is  termed  a  three-tie  joint  which  is  appar¬ 
ently  stronger  than  the  solid  rail. 

A  similar  bridge  joint  is  shown  in  Fig.  571,  and 
consists  of  an  inverted  Tee  rail,  to  the  ends  of  which 
chairs  are  secured  by  means  of  clips.  This  arrange¬ 
ment  also  allows  of  the  use  of  channel  bars,  the 
girder  being  entirely  supplementary  thereto. 

Another  joint,  which  has  been  de¬ 
signed  for  the  same  purpose  and 
known  as  the  Samson  bridge  joint 
chair,  is  illustrated  in  Fig.  572.  It  is 
made  by  casting  steel  chairs  upon 
the  ends  of  a  three  foot  section  of 
inverted  Tee  rail.  In  cooling,  the 
metal  shrinks  upon  the  end  of  the 
rail,  forming  a  bridge  chair  in  one 
piece  so  that  nothing  can  work  loose. 

The  chairs  are  provided  with  brace 
portions  having  holes  which  provide 
for  securing  them  firmly  to  the  rail 
by  means  of  bolts,  which  resist  any 
tendency  of  the  rail  to  cant  over. 

Between  the  chairs  the  splice  bars 
are  adjusted  to  the  rail  in  the  ordinary  manner. 

Still  another  joint  bridge  is  shown  in  Fig.  573. 
This  device  consists  of  an  annealed  cast  steel  bridge 
or  truss  supported  on  and  bolted  to  malleable  iron 
chairs  upon  which  the  ends  of  the  rail  rest.  Near 


the  centre  are  two  steel  clips  made  to  conform  to 
the  shape  of  the  bridge,  while  they  fit  the  base  and 
under  portion  of  head  and  tread  of  the  rail,  thereby 
forming  a  support  for  the  joint. 

A  continuous  rail  joint  is  illus¬ 
trated  in  Fig.  574,  in  which  splice 
bars  are  employed  to  bring  the 
ends  to  line,  but  the  joint  proper 
consists  of  a  malleable  iron  clip  in 
two  parts,  which  is  placed  immedi¬ 
ately  under  the  ends  of  the  rails, 
driven  on  and  then  tightened  by 
an  inch  bolt  which  draws  the  parts 
together  with  a  powerful  wedg¬ 
ing  action  and  serves  to  bring  the 
ends  of  the  rail  to  the  same  level. 
A  bent  slotted  plate  is  attached  to  the  side  of  the 
joint,  which  serves  as  a  nut  lock  and  prevents  the 
clip  from  shifting. 

A  brace  joint  chair  is  illustrated  in  Fig.  575. 

A  long  joint  chair  (Fig.  576)  has  also  been  de¬ 
signed  for  use  with  the  box  girder  rail.  This  may 
be  extended  to  cover  two  or  more  ties  (Fig.  577), 
and  single  clamps  may  be  employed  in  place  of 


the  double  clamp  shown  at  the  joint. 

Fig-  578  illustrates  a  method  of  placing  an  extra 
tie  near  the  joint  under  the  receiving  end  of  the 
rail,  as  employed  with  the  box  girder  system,  in 
case  a  short  joint  chair  is  used. 


- - 30- 


Street  Railway  Journal  N.  Y 


Fig.  578. — Extra  Joint  Tie  Employed  with  Box  Girder  Rail. 


3°° 


STREET  RAILWAYS. 


TIE  RODS. 

The  importance  of  proper  connections  between 
the  abutting  ends  of  rails  is  recognized  by  all,  but 
the  value  of  cross  connections  is  often  overlooked. 
The  pavement  should  not  be  depended  upon  for 


Fig.  579. — Tie  Bar. 

holding  rails  to  gauge  ;  this  result  should  be  se¬ 
cured  by  the  employment  of  suitable  tie  rods.  Brace 
chairs  may  answer  for  low  rails  spiked  directly  to 
the  ties,  but  for  high  rails,  or  where 
the  rails  are  supported  on  chairs  or 
stringers,  it  will  be  necessary  to  con¬ 
nect  the  rails  by  tie  rods  placed  at  fre¬ 
quent  intervals.  The 
spacing  of  tie  rods 
will  depend  some¬ 
what  upon  the 
height  of  the  con¬ 
struction,  but,  ordi¬ 
narily,  they  should 
not  be  placed  more 

than  four  or  five 

Fig.  581. — Guard  Rail  r 

3  _  feet  apart.  They 

for  Curves.  j 

should  be  well 
made  of  heavy,  flat,  steel  bars  not  less  than 
one  and  a  quarter  inches  wide,  and  from  one- 
fourth  to  half  an  inch  in  thickness,  with  three- 
fourths  of  an  inch  round,  threaded  ends.  Flat 
bars  are  more  difficult  to  make  than  round  bars, 
but  they  interfere  less  with  the  paving.  Tie 
rods  are  preferably  provided  with  two  nuts  at 
each  end  to  facilitate  adjustment,  and  jam  nuts 
may  be  employed  on  the  outer  ends  for  additional 
security  (Fig.  579.) 

SPECIAL  CONSTRUCTION. 

After  a  street  railway  is  finished,  so  far  as  it  re¬ 
lates  to  the  road  bed,  ties,  rails  and  joints,  it  is  far 
from  finished  in  regard  to  all  the  necessary  require¬ 
ments  for  successful  operation.  In  fact,  it  may  be 
said  in  some  cases  that  it  is  only  fairly  commenced, 


for  there  is  urgent  necessity,  even  though  the  line 
contains  but  a  single  track  for  curves,  switches, 
crossings,  terminal  and  depot  facilities,  so  that  the 
original  cost  may  be  almost  duplicated  by  the  dif¬ 
ferent  classes  of  supplementary  expenses,  especially 
where  intricate  and  involved  construction  is  re¬ 
quired. 

It  will  be  impossible  to  describe  in  this  connec¬ 
tion  all  the  different  features  of  special  construction, 
for  the  conditions  differ  radically  on  different  lines, 
and  different  types  of  rails  have  each  a  correspond¬ 
ing  pattern  for  special  work,  so  that  while  the  dif¬ 
ferent  features  are  being  constantly  improved  a 


Fig.  580. — Double  Track  Through  Y  Curve. 

favorite  switch  of  one  period  is  considered  inferior 
to  a  new  kind  ;  hence  it  will  be  necessary  for  the 
builder  to  refer  to  the  illustrated  catalogues  of  the 
rail  makers  for  suggestive  details,  and  in  most  cases 
the  work  of  preparing  and  placing  the  material 
must  be  left  in  the  hands  of  rail  makers  or  others 
engaged  in  this  special  line  of  work. 

There  are  some  general  requirements,  however, 
that  relate  to  this  kind  of  work  which  service  has 
developed  that  may  be  studied  with  profit.  In  the 
first  place,  it  will  be  necessary  to  discard  a  good 
many  notions  and  ideas  that  have  formed  the  basis 
of  practice  with  animal  traction,  for  on  mechanic¬ 
ally  operated  lines,  and  with  electricity,  especially, 
the  conditions  are  entirely  different. 

Attention  has  previously  been  called  to  the  neces¬ 
sity  of  employing  spiral  transition  curves  in  the 


TRACK  CONSTRUCTION. 


3ox 


survey,  but  this  is  useless  unless  the  rails  are  laid  five  feet  for  cars  with  a  six  foot  wheel  base,  and 
accurately  to  the  engineer’s  lines.  Care  must  also  double  track  curves  leaving  a  double  track  should 
be  taken  to  place  the  connecting  straight  track  at  a  not  be  struck  from  the  same  centre  (Fig.  580). 

1 


- ' 

Fig.  582. — Electric  Girder  Rail  for  Curves. 


TONGUE-SWITCH 


 1 

-  j 

m 

□fTf 

L 

Ld 

LI 

Fig.  585. — Double  Track  Crossing  and  Curve. 


perfect  tangent  to  the  initiatory  curve;  otherwise 
the  car  will  lurch  on  entering  or  leaving  the  curve. 
The  radius  of  a  curve  should  not  be  less  than  thirty- 


Fig.  583. — Diamond  Turnout. 

The  inside  curve  may  be  made 
with  the  longest  radius  that  con¬ 
ditions  will  allow,  and  the  outside 
with  a  radius  that  will  not  lessen 
the  distance  between  the  cars. 
Whatever  the  radius,  the  rails 
should  first  be  bent  to  the  proper 
arc,  for  if  they  are  sprung  into  po¬ 
sition  after  spiking  one  end,  por¬ 
tions  of  the  ends  will  be  straight 
and  the  cars  will  suffer  a  shock  at 
every  joint.  The  rails  on  curves 
are,  by  some,  laid  to  gauge;  others 
allow  half  an  inch  to  facilitate  the 
passage  of  the  car  and  prevent 
derailment.  The  outer  rail  of  a 
curve  may  be  elevated  or  not,  de¬ 
pending  upon  the  radius  and  local 
requirements.  In  some  localities 
permission  can  not  be  had  to  elevate  the  rail. 

Specially  designed  grooved  rails  are  provided  for 
use  on  curves  with  different  track  systems.  One 


3°2 


STREET  RAILWAYS. 


street  Railway  J oumal  H.Y 


TRACK  CONSTRUCTION. 


3°3 


of  those  for  the  girder  system  is  illustrated  in  Fig. 
581;  this  is  laid  upon  ties,  chairs  or  stringers  and 
properly  braced. 

Another  design  known  as  the  “  Electric  Girder 
Rail  ”  for  curves,  is  shown  in  Fig.  582,  in  which  the 
upper  part  down  to  the  broken  D  is  continuous, 
and  the  foot  is  electrically  welded  to  the  rail  at 


not  be  made  shorter  than  250  ft.,  and  the  track 
should  be  a  perfect  tangent  to  the  lead,  which 
should  be  formed  at  each  end  on  a  curve  instead  of 
an  angle,  and  the  switch  pieces  should  be  of 
sufficient  length  to  allow  of  the  curve  being  made 
with  a  long  radius  so  that  the  cars  may  be  run 
over  them  at  a  fair  rate  of  speed. 


such  intervals  as  correspond  to  the  spacing  of  the 
ties. 

Rails  for  curve  construction  are  sometimes  con¬ 
structed  with  an  adjustable  guard,  so  that  when 
the  guard  is  worn  out  it  may  be  removed  and 
new  one  substituted  without  disturbing  the  rail 
or  foundation. 

Turnouts  for  single  track  lines  are  preferably 
equilateral  or  diamond  shape  (Fig.  583),  and  should 


Drop  switches  or  blind  switches  are  not  suitable 
for  electric  lines,  as  it  is  frequently  necessary  to 
run  in  both  directions.  Cast  iron  switch  pieces  and 
frogs  are  being  discarded,  as  those  made  of  wrought 
iron  or  steel  are  considered  preferable,  and  are 
generally  cheaper  in  the  end.  A  construction 
known  as  “  solid  switch  pieces  ”  is  being  quite  ex¬ 
tensively  employed  for  all  special  work,  and  con¬ 
sists  of  providing,  as  a  foundation,  pieces  of  open 


STREET  RAILWAYS. 


TRACK  CONSTRUCTION. 


3°5 


hearth  steel,  which  are  cast  to  proper  dimensions 
and  angles,  and  to  which  the  steel  guard  rails  are 
electrically  welded,  making  a  solid  and  durable 
construction, 

In  this  connection  a  few  illustrations  of  difficult 


Fig.  590. — Stringer  Construction  with  Side  Bearing  Tram  Rail. 

constructions  are  given  (Figs.  584  to  589)  as  sug¬ 
gestive  designs  for  curves,  crossings,  and  depot 
work.  The  engravings  are,  in  the  main,  self  ex¬ 
planatory,  but  attention  may  be  called  to  Fig.  587 
in  which  the  individual  switches  lead  off  from  a 
third  track,  thus  leaving  the  main  track  unob¬ 
structed  except  by  a  single  switch  at  each  end,  so 
that  through  cars  can  pass  the  station  on  a  smooth 
track. 

As  a  matter  of  history  the  ordinary  stringer 
construction  with  tram  rails  for  horse  car  lines  is 
illustrated  in  Figs.  590  and  591.  This  style  of  con¬ 
struction,  although  unmechanical  in  many  respects 
has  served  its  purpose  fairly  well  with  animal  trac¬ 
tion,  for  repairs  could  be  made  without  disturbing 


track  and  road  bed  they  had  better  be  content  with 
animal  traction. 

GAUGE. 

A  considerable  difference  of  opinion  exists  among 
street  railway  men  as  to  the  points  on  wheel  or  rail 
from  which  the  standard  gauge — four 
feet  eight  and  a  half  inches — should 
be  measured.  Some  measure  on  the 
wheel,  from  the  centre  of  the  fillet, 
others  from  the  tangent  point  of  the 
tread  with  the  fillet,  and  still  others 
from  the  tangent  between  flange  and 
fillet 

In  steam  practice  the  master  car 


builders’  standard  provides  that  the  distance  be¬ 
tween  the  backs  of  wheels  shall  be  four  feet  five 
and  three-eighths  inches  and  the  standard  thick- 


Fig.  591. — Stringer  Construction  with  Centre  Bearing  Tram  Rail. 

the  pavement,  but  it  is  entirely  unfit  for  mechani¬ 
cal  traction,  because  expansion  and  wagon  traffic 
soon  loosen  the  fastenings,  and  the  joint  plates 
cut  into  the  stringer,  hence  it  is  a  waste  of 
money  to  build  it.  If  a  company  contemplating 
electric  traction  cannot  afford  to  put  down  a  good 


ness  of  the  flange  shall  be  one  and  seven-eighths 
inches,  measuring  from  the  tangent  of  the  tread 
and  fillet  to  the  back  of  the  wheel  (Fig.  592). 

Adding  the  thickness  of  the  flanges 
of  the  two  wheels  to  four  feet  five 
and  three-eighths  inches,  we  have  the 
distance  between  the  points  of  tread 
and  fillet  tangents  four  feet  nine  and 
one-eighth  inches,  or  five-eighths  of 
an  inch  wider  than  the  standard. 
Dividing  this  by  two,  we  have  five- 
sixteenths  of  an  inch,  which,  meas¬ 
ured  off  from  the  tangents  on  the 


fillet,  locates  the  point  virtually  at  the  middle  of 
the  fillet,  or  the  corresponding  point  on  the 
rounded  inside  corner  of  the  rail.  For  street  rail¬ 
way  practice  it  would  seem  to  be  most  convenient 
in  gauging  the  wheels  to  measure  from  the  middle 
point  of  the  fillet,  and  then  allow  one-fourth  of  an 


3°6 


STREET  RAILWAYS. 


inch  margin;  and  for  the  track,  measure  full  gauge 
from  the  corresponding  point  on  the  rails 

PAVING. 

The  paving  of  the  street  between  the  rails  and 
tracks  is  an  important  consideration  in  building 
and  maintaining  a  line  operated  either  by  animal 
or  mechanical  power.  This  matter  is  usually  regu¬ 
lated  by  the  local  authorities,  but  it  is  important 
that  street  railway  companies  have  some  knowledge 
of  the  different  materials  and  methods  employed, 
for  frequently  they  are  able  to  use  their  influence 
to  secure  the  adoption  of  a  system  of  paving  that 
is  most  desirable  from  the  operator’s  point  of  view. 

The  essential  requisites  of  a  good  street  pave¬ 
ment,  as  stated  by  General  Gilmore  in  his  admir¬ 
able  “  Manual  of  Roadmaking,  ’  are  “  that  it  shall 
be  smooth  and  hard  in  order  to  promote  easy 
draft  ;  that  it  shall  give  a  firm  and  secure  foothold 
for  animals,  and  not  become  polished  and  slippery 
from  use  ;  that  it  shall  be  as  noiseless  and  as  free 
from  mud  and  dust  as  possible  ;  also  that  it  can  be 
easily  cleaned,  and  shall  not  absorb  or  retain  sur¬ 
face  liquids,  but  facilitate  their  prompt  discharge 
into  the  side  gutter  catch  basins.  It  should  also 
be  of  such  material  and  construction  that  it  can  be 
readily  taken  up  in  places  and  quickly  and  firmly 
relaid,  so  as  to  give  easy  access  to  water  and  gas 
pipes,  and  permit  of  being  readily  repaired  at  all 
seasons  of  the  year.” 

COBBLE  STONES. 

have  been  very  extensively  employed  in  this 
country  as  a  material  for  forming  the  path  be¬ 
tween  the  rails  of  such  street  car  lines  as  were 
operated  by  animal  power,  and  were  generally  con¬ 
sidered  the  best  because  they  offered  a  good  foot¬ 
ing  for  the  animals,  and  could  be  readily  replaced 
after  a  street  had  been  dug  up,  but  they  are  not  the 
safest  or  the  best  under  mechanical  traction,  be¬ 
cause  the  stones  are  liable  to  become  loosened  and 
roll  under  the  wheels.  Although  entirely  wanting 
in  most  of  the  essential  requisites  enumerated 
above,  and  possessing  in  nearly  every  particular 
features  which  a  pavement  should  not  have,  doubt¬ 
less  cobble  stone  pavements  will  continue,  to  be 


used  to  some  extent  in  new  towns  and  cities,  and 
for  this  reason  a  brief  description  of  the  method 
of  construction  is  given. 

Cobble  pavements  are  usually  formed  of  rounded 
or  egg  shaped,  hard  pebbles,  varying  from  six  to  ten 
inches  in  length,  and  in  width  from  three  to  six 
inches.  After  the  road  bed  has  been  excavated  they 
are  set  side  by  side  in  close  contact  with  each  other, 
with  their  smallest  ends  down,  in  a  bed  of  clean, 
damp  sand  or  small  gravel  from  eight  to  ten  inches 
in  depth.  After  being  set,  the  stones  are  firmly 
settled  to  their  beds  by  a  heavy  rammer  so  as  to 
bring  their  tops  to  the  same  surface,  when  a  layer 
of  gravel  two  or  three  inches  thick  is  spread  upon 
the  surface  and  allowed  to  work  its  way  in  between 
the  stones.  Particular  attention  should  be  given 
to  the  selection  of  the  gravel  which  should  contain 
sufficient  iron  loam  to  insure  cementing  quali¬ 
ties. 

Cobble  stone  pavements  require  constant  repair  ; 
and  should  a  stone  work  loose  it  should  be  imme¬ 
diately  put  back  in  place  lest  the  adjoining  stones 
become  loosened,  resulting  in  rapid  depreciation. 

STONE  BLOCK 

paving  is  generally  considered  the  most  durable 
for  heavy  traffic.  The  material,  or  formation 
should  have  the  qualities  of  toughness  and  hard¬ 
ness  and  not  be  liable  to  become  slippery.  Gran¬ 
ite,  trap  rock  and  sandstone  formation  are  ex¬ 
tensively  used  for  this  purpose.  Granite  is  more 
satisfactory  on  some  accounts,  but  trap  rock  is 
equally  durable  The  selection  will  depend  largely 
on  the  supply  to  be  had  in  different  localities. 

The  size  of  the  blocks  should  be  proportioned 
to  the  number  and  weight  of  the  vehicles  which 
will  pass  over  them.  The  standard  dimensions  for 
stone  paving  blocks  in  the  vicinity  of  New  York  are 
three  and  a  half  to  four  and  a  half  inches  in  width 
measured  along  the  street,  and  from  eight  to 
twelve  inches  in  length  measured  across  the 
street,  and  seven  to  nine  inches  in  vertical  depth. 
Over  rail  ties  and  other  places,  blocks  of  less 
depth  may  be  used,  but  the  same  general  dimen¬ 
sions  on  the  top  surface  should  be  maintained.  It 
is  important  that  the  blocks  on  any  one  section  be 


TRACK  CONSTRUCTION. 


3°7 


of  uniform  depth,  so  that  when  they  finally  settle 
to  their  beds  the  top  of  each  surface  will  be  on  the 
same  level.  All  the  stones  should  be  sound  and  of 
uniform  quality  as  to  hardness,  color  and  grain  ; 
no  outcrop,  soft,  brittle  or  laminated  blocks  should 
be  used.  It  is  also  better,  in  case  the  material  has 
been  mined  from  different  quarries,  that  the  stones 
from  each  quarry  be  piled  and  laid  in  separate  sec¬ 
tions  of  the  work. 

When  the  blocks  of  stone  are  nearly  cubical 
in  form,  it  is  termed  Belgian  pavement,  so  named 
from  its  common  use  in  Belgium.  This  type  of 
pavement  has  been  extensively  used  in  this  coun¬ 
try,  having  been  first  introduced  in  New  York 
in  1852.  The  formation  employed  here  is  gen¬ 
erally  trap  rock  or  syenite,  and  the  blocks  are 
cut  with  the  upper  face  from  three  to  five  inches 
square,  with  a  depth  of  from  five  to  seven  inches, 
and  the  lower  or  under  face  somewhat  less,  giv¬ 
ing  the  block  a  wedge  shape,  which  is  one  of  its 
weak  points  when  required  to  support  heavy  traffic. 
For  this  reason  and  because  the  blocks,  being 
wide,  provide  a  poor  foothold  for  horses,  this  so- 
called  Belgian  pavement  is  falling  into  disuse  in 
this  country.  Still,  for  ordinary  light  traffic  it  is 
durable,  and  being  cheap  and  easily  repaired  it  is 
to  be  preferred  to  cobble. 

The  foundation  for  stone  blocks  may  be  formed 
of  gravel,  concrete  or  rubble  stone  grouted  with 
concrete.  The  depth  of  the  foundation  should  be 
proportioned  to  the  amount  of  the  anticipated 
traffic — not  less  than  six  inches  in  city  streets — 
and  whatever  the  material  it  should  effectually 
cut  off  all  connection  between  the  subsoil  and  the 
bottom  of  the  paving  stone. 

In  case  a  gravel  foundation  is  to  be  employed, 
the  road  bed  should  be  carefully  excavated  to  a 
uniform  depth  of  from  ten  to  thirteen  inches, 
depending  upon  local  requirements  and  the  depth 
of  paving  blocks  to  be  used,  and  all  superfluous 
matter  should  be  removed.  Should  rock  or  ma¬ 
sonry  be  encountered  it  must  be  removed  a  little 
below  the  level  of  the  foundation  or  subgrade.  The 
foundation  is  then  brought  to  an  even  surface  con¬ 
forming  to  the  grade,  and  in  case  there  should 


be  found  any  spongy  material  or  vegetable  matter 
in  the  bed,  it  should  be  removed  and  the  space 
filled  with  clean  sand,  and  carefully  rammed  so  as 
to  make  it  compact  and  solid.  The  entire  road  bed 
may  then,  if  required,  be  rolled  with  a  heavy  (ten 
ton)  steam  roller  until  the  surface  is  firm  and  com¬ 
pact.  In  case  the  steam  roller  cannot  reach  every 
part,  the  remaining  portion  may  be  tamped  or 
rolled  with  a  small  roller.  On  this  foundation 
should  then  be  placed  a  layer  of  sand  or  fine  gravel 
of  sufficient  depth. 

In  laying  the  pavement  the  stone  blocks  should 
be  placed  in  courses  at  right  angles  with  the  line  of 
the  street,  except  at  intersections  of  streets,  and  in 
other  special  cases,  when  the  courses  may  be  laid 
diagonally,  so  as  to  prevent  the  wheels  of  vehicles 
which  turn  the  corners  from  following  the  joints. 
On  steep  streets  it  is  a  good  plan  to  lay  the  blocks 
in  oblique  course  pointing  up  the  grade  and  meet¬ 
ing  at  an  angle  in  the  centre.  The  channels  thus 
formed  by  the  continuous  joints  will  facilitate  the 


Fig.  593. — Grade  Paving. 


discharge  of  the  surface  water  into  the  gutters 
(Fig-  593)- 

Each  course  of  blocks  should  be  of  uniform 
width  and  depth,  and  so  laid  that  all  end  joints 
shall  be  close  joints  and  broken  by  a  lap  not  less 
than  three  inches.  If  the  grouting  is  to  be  of 
sand,  the  joints  between  courses  should  be  as  close 
as  possible,  but  if  a  grouting  of  mastic  and  gravel 
is  to  be  employed,  the  joints  between  courses  may 
be  an  inch  or  less.  In  case  sand  is  to  be  employed, 
the  blocks,  on  being  laid,  should  be  covered  with 
clean,  fine  sand  which  should  be  carefully  raked 
until  the  joints  become  filled,  when  the  blocks 
should  be  thoroughly  rammed  to  a  firm,  unyield¬ 
ing  bed,  with  a  uniform  surface  conforming  nearly 


3°8 


STREET  RAILWAYS. 


to  the  grade  and  crown  of  the  street.  When  quite 
a  section  has  been  thus  far  completed  it  should  be 
covered  with  a  second  coat  of  clean,  sharp  sand, 
and  receive  a  second  ramming  until  the  work 
becomes  solid  and  secure.  It  is  usual  to  employ 
one  rammer  to  every  two  pavers. 

A  more  durable  paving  is  secured  by  providing 
a  concrete  foundation  upon  which  to  support  the 
blocks,  in  which  case  the  roadway  should  be  exca¬ 
vated  to  a  depth  of  sixteen  inches  below  the  top 
line  of  the  proposed  pavement,  and  carefully  pre¬ 
pared,  as  above  described,  for  a  gravel  founda¬ 
tion.  Upon  this  foundation  the  concrete  is  placed 
to  a  depth  of  six  inches,  except  above  railroad  ties, 
cable  or  electric  conduits  or  other  subway  struct¬ 
ures,  when  the  depth  may  be  increased,  diminish¬ 
ed  or  omitted  as  may  be  necessary. 

In  preparing  concrete,  only  fresh  ground  Port¬ 
land,  Rosendale  or  equally  good  hydraulic  cement 
should  be  used.  In  case  Portland  is  used,  the  mix¬ 
ture  may  be  made  of  one  part  by  measure  of  ce¬ 
ment,  three  parts  of  clean,  sharp  sand  and  seven 
parts  of  broken  stone.  With  the  Rosendaie  the 
proportions  may  be,  by  measure,  one  part  cement, 
two  parts  sand  and  four  parts  broken  stone.  The 
mixture  should  be  made  in  a  suitable  box  or  on  a 
platform,  and  in  no  case  on  the  pavement  or 
ground. 

The  sand  and  cement  should  be  mixed  dry,  when 
water  of  sufficient  quantity  only  to  form  a  mortar 
is  added  ;  the  broken  stone,  having  been  first  wet, 
should  then  be  added  and  the  mass  turned  over 
and  worked  until  the  broken  stone  is  completely 
covered  with  the  mortar,  when,  after  being  placed 
upon  the  prepared  bed,  the  concrete  should  be  com¬ 
pacted  with  wooden  rammers  until  it  has  a  clear 
mortar  service,  which  should  be  at  a  uniform  grade 
below  the  top  of  the  finished  pavement. 

The  broken  stone  should  be  sound  and  solid 
trap,  limestone,  or  an  equally  durable  formation, 
and  of  a  size  not  larger  in  any  dimension  than  will 
pass  through  a  two  inch  ring,  and  should  be  care¬ 
fully  screened  before  using  to  free  it  from  dust  and 
dirt.  The  operation  of  mixing  and  laying  the  con¬ 
crete  should  be  performed  as  expeditiously  as  pos¬ 


sible,  and,  if  necessary,  protected  from  the  action 
of  the  sun,  wind  or  frost  until  set.  None  should  be 
used  which  has  been  mixed  more  than  three  hours. 
The  surface  should  be  kept  wet  until  covered  with 
sand,  and  at  least  thirty-six  hours  should  be  allow¬ 
ed  for  the  mixture  to  set  before  the  paving  blocks 
are  laid  As  the  work  progresses  and  connection  is 
to  be  made  with  a  section  set  or  partially  set,  the 
edge  of  the  section  should  first  be  broken  down  to 
free  it  from  dust,  when  it  should  be  wet  in  order 
to  make  the  joint  fresh  and  close. 

Upon  the  foundation  a  layer  of  sand  or  cement 
mortar  should  be  placed  to  provide  a  bed  for  the 
paving  blocks.  In  case  sand  is  used,  it  should  be 
clean,  sharp  and  perfectly  free  from  moisture,  and 
should  be  spread  to  a  depth  of  not  less  than  one 
and  a  half  inches,  or  of  a  depth  necessary  to  bring 
the  blocks  to  a  proper  grade  when  thoroughly 
rammed. 

In  some  cases,  especially  between  the  rails  and 
tracks  of  a  cable  line,  it  is  desirable  to  employ  ce¬ 
ment  mortar  as  a  binding  material  for  the  blocks. 
A  mixture  of  sand  and  cement  is  spread  upon  the 
foundation,  and  into  this  soft  mass  the  blocks  are 
pressed  to  a  proper  level  and  left  till  the  mortar  is 
set.  The  joints  may  then  be  filled  with  a  grouting 
of  the  same  material. 

The  more  general  practice,  however,  provides  a 
bed  of  sand  on  which  to  rest,  the  blocks,  and  the 
grouting  consists  of  gravel  and  a  mastic  cement. 
The  stone  blocks,  being  laid  in  courses  as  above 
described,  with  the  joints  between  courses  not  more 
than  one  inch  top  and  bottom,  are  then  covered 
with  clean,  hard,  hot,  dry  gravel,  of  such  a  size  as 
will  pass  through  a  sieve  of  three-qnarters  of  an 
inch  mesh  and  be  retained  by  a  quarter  inch  mesh, 
and  then  brushed  into  the  joints  until  they  become 
filled,  when  the  blocks  should  be  thoroughly  ram¬ 
med,  and  then  more  hot  gravel  applied  and  again 
rammed,  and  the  process  repeated  until  the  joints 
are  full  and  the  blocks  are  brought  to  an  unyield¬ 
ing  bearing  with  a  uniform  surface,  true  to  a  road¬ 
way  on  the  established  grade. 

A  portion  of  the  gravel  at  the  top  of  the  joints  is 
then  raked  out  to  the  depth  of  about  two  inches, 


TRACK  CONSTRUCTION. 


3°9 


when  the  paving  cement,  or  mastic,  should  be  ap¬ 
plied  while  the  gravel  is  still  hot.  -The  mastic  to 
be  employed  for  filling  the  joints  may  be  of  coal 
tar  or  asphalt,  or  a  combination  of  the  two.  In 
case  coal  tar  alone  is  used  in  cold  climates  it  is  apt 
to  become  so  hard  and  brittle  in  winter  as  to  crum¬ 
ble  from  the  vibration  of  the  blocks.  On  the  other 
hand,  if  clear  asphalt  is  used,  it  deteriorates  after  a 
time  and  crumbles,  and  does  not  maintain  a  water¬ 
tight  joint.  The  following  combination,  however, 
has  given  good  results,  and  is  recommended  :  A 
cement  composed 'of  twenty  parts  of  refined  Trini¬ 
dad  asphalt  and  three  parts  of  residuum  oil  mixed 
with  ioo  parts  of  No.  4  coal  tar.  Suitable  caul¬ 
drons  being  provided  on  the  work,  the  mixture  is 
heated  to  a  temperature  of  300  degs.  Fah.,  and 
while  still  boiling  should  be  poured  into  the  joints 
until  all  the  interstices  of  gravel  are  filled,  and  the 
joints  are  filled  flush  with  the  top  of  the  blocks. 
Dry,  hot  gravel  of  proper  size,  having  previously 
been  heated  in  pans  provided  for  the  purpose, 
should  then  be  spread  along  the  joints  and  bedded 
into  the  cement  by  tamping  with  a  light  rammer  or 
other  instrument. 

The  durability  of  the  pavement  depends,  in  a 
great  measure,  on  the  gravel  filling.  The  cement 
and  mastic  filling  not  only  assist  in  holding  the 
blocks  in  place,  but,  being  impervious  to  water, 
they  prevent  the  entrance  of  moisture  which  would 
tend  to  soften  the  foundation  and  cause  the  blocks 
to  settle  unevenly,  or  when  frozen  heave  them 
from  their  beds.  The  importance  of  excluding 
moisture  from  paving  foundations  on  cable  lines 
has  been  noted  in  the  second  chapter.  It  prevents 
freezing  and  consequent  slot  closure. 

Besides  providing  paving  blocks  of  suitable 
quality  and  dimensions,  attention  should  also  be 
given  to  the  quality  and  dimensions  of  the  bridge 
or  crosswalk  stones,  the  manhole  heads  and  the 
curb  and  gutter  stones. 

The  North  River  blue  stone  or  granite,  free  from 
seams  or  imperfections,  is  regarded  as  excellent 
formation  for  these  purposes,  and  whatever  mate¬ 
rial  is  used  it  should  be  equal  in  quality  to  these. 
The  dimensions  of  the  bridge  stones  should  not  be 


less  than  four  or  more  than  eight  feet  long,  except 
in  special  cases,  and  two  feet  wide  and  of  a  uni¬ 
form  thickness  which  may  vary  in  individual  blocks 
from  six  to  eight  inches.  They  should  be  dressed 
on  the  top  so  as  not  to  vary  in  evenness  by  more 
than  a  quarter  of  an  inch,  with  sides  and  ends  cut 
square  to  the  full  depth,  and  the  ends  cut  to  a  bevel 
of  six  inches  in  two  feet  in  order  to  provide  a  di¬ 
agonal  joint,  which  will  prevent  wheel  gutters  be¬ 
ing  formed  at  the  joint,  as  is  the  case  when  the 
joints  run  parallel  with  the  street.  Those  to  be  set 
within  the  railroad  tracks  should  have  the  ends  cut 
square  and  be  of  a  length  equal  to  the  distance  be¬ 
tween  the  rails.  The  bridge  stones  should  be  firmly 
bedded  on  a  foundation  of  clean,  sharp  sand,  and 
be  tamped  in  such  a  manner  as  to  admit  of  no  fur¬ 
ther  settlement.  In  some  cases  a  row  of  paving 
blocks  is  laid  between  the  courses  of  bridge  stones, 
in  which  case  the  joints  should  be  filled  in  the  same 
manner  as  the  joints  of  the  adjacent  pavement. 

The  dimensions  of  the  curb  stones  should  not  be 
less  than  three  feet  in  length,  five  inches  thick  and 
twenty  to  twenty-five  inches  deep.  The  top  should 
be  cut  to  a  bevel  of  one  inch,  the  front  cut  smooth 
to  a  depth  of  fourteen  inches,  and  the  ends  truly 
squared.  When  in  place  they  should  be  backed  up 
by  at  least  a  foot  of  clean,  gritty  earth,  free  from 
clay  and  loam.  The  frames  and  heads  for  the 
sewer  and  water  manholes  should  be  cut  to  the  re¬ 
quired  dimensions. 

ASPHALT 

in  some  of  its  various  forms,  is  rapidly  growing 
in  favor  as  a  paving  material  in  those  sections 
of  the  country  where  the  climatic  conditions  are 
favorable.  There  is  some  objection  to  asphalt  as 
a  pavement  between  street  car  tracks  where  the 
lines  are  operated  by  horses,  on  account  of  its  slip- 
periness  and  the  difficulty  of  getting  at  the  founda¬ 
tions  for  repairs  ;  wdth  mechanical  traction,  how¬ 
ever,  and  a  substantial  road  bed,  these  objections 
are  obviated. 

The  use  of  this  material  obviates  the  intolerable 
noise  which  is  a  necessary  accompaniment  of  stone 
pavements,  and,  being  a  non-absorbent,  it  is,  for 
sanitary  reasons,  a  most  excellent  pavement.  As 


310 


STREET  RAILWAYS. 


formerly  constructed,  horses  were  liable  to  slip  on 
it  in  wet  weather,  but  this  defect  has  been  remedied 
in  a  measure,  and  animals  on  becoming  accus¬ 
tomed  to  it  do  not  slip  to  any  great  extent.  The 
surface  being  slightly  elastic,  the  limbs  of  the 
horses  receive  less  shock  than  when  driven  on  a 
hard  surface,  and  the  animals  generally  keep  in  bet¬ 
ter  condition,  both  for  this  cause,  and  because,  be¬ 
ing  smooth,  there  is  little  resistance  to  draft. 

Asphaltum  is  known  as  bitumen  and  mineral 
pitch.  There  are  two  forms  in  which  the  material 
is  used  as  a  pavement,  and  a  capital  distinction 
should  be  made  between  them.  One  is  pure  as¬ 
phalt  which  is  of  the  consistency  of  rosin,  is  black 
like  coal  and  burns  more  freely  than  coal.  The 
other  is  rock  asphalt,  and  consists  of  shellstone, 
sandstone  and  limestone  impregnated  with  from 
eight  to  twenty  per  cent,  of  bitumen. 

Pure  asphalt  is  obtained  in  great  quantities  from 
or  near  a  lake  in  the  district  of  La  Brea  on  the 
island  of  Trinidad,  one  of  the  West  India  islands. 
This  lake  is  about  one  mile  from  the  sea  and  con¬ 
tains  about  1 15  acres,  being  nearly  circular  in 
shape.  The  surface  is  formed  of  irregular,  oval 
shaped,  flattened  domes,  separated  by  channels  of 
water  a  few  feet  wide  and  a  few  inches  deep,  flow¬ 
ing  towards  outlets,  and  there  are  several  small 
islands  scattered  over  the  surface  and  resting  on 
the  asphalt,  with  trees  growing  upon  them,  and  the 
borders  are  covered  with  a  hardened  pitch  with 
trees  growing  over  it.  The  surface  of  the  lake, 
with  the  exception  of  a  space  of  several  hundred 
square  feet  near  the  centre,  which  is  soft,  fluid 
asphalt,  is  sufficiently  firm  to  support  the  weight  of 
loaded  carts.  The  appearance  of  boiling  of  the 
central  portions  is  due  to  the  escape  of  large  vol¬ 
umes  of  gas,  which  keep  the  liquid  mass  violently 
agitated.  The  asphalt  is  mined  for  commerce 
from  different  parts  of  the  lake  to  a  depth  of  about 
three  feet,  and  also  from  the  shore  deposits  known 
as  overflow  or  land  pitch.  It  is  excavated  with  picks 
and  loaded  directly  into  carts  and  hauled  to  the 
shore  ready  for  shipment,  being  transferred  to  the 
ships  by  means  of  lighters.  The  land  pitch  is 
hard  and  brittle,  and  mixed  with  more  or  less 


foreign  matter,  and  is  much  inferior  to  the  lake 
pitch  which  contains  a  much  larger  quantity  of 
bitumen  and  asphaltic  oil,  and  requires  the  addi¬ 
tion  of  less  residuum  oil  in  the  preparation  of  pave¬ 
ments  than  the  shore  deposits,  and  consequently  is 
more  suitable  for  the  purpose. 

The  natural  asphalt  rock  is  mined  at  Seyssel, 
France  ;  Val  de  Travers,  Switzerland  ;  Ver  Wohle, 
Germany  and  other  foreign  countries,  and  in  this 
country  in  Southern  California  and  Kentucky.  The 
foreign  varieties  are  generally  of  limestone  forma¬ 
tion,  but  so  far  the  discoveries  in  this  country  are 
of  sandstone  formation.  The  deposits  in  Califor¬ 
nia  seem  to  have  been  formed  of  a  loose  mound  of 
sand  saturated  with  bitumen,  as  the  ultimate  par¬ 
ticles  are  found  to  be  rounded  as  if  by  the  action 
of  water,  but  the  Kentucky  variety  is  a  black  sand' 
stone  in  character,  the  particles  being  of  a  true 
sand  crystal  structure,  sharp,  gritty  and  flinty.  It 
seems  to  have  been  impregnated  with  the  bitumen 
under  heat  and  great  pressure,  and  is  found  in 
veins  or  strata  of  various  thicknesses,  from  nine¬ 
teen  to  sixty  feet.  The  natural  rock  asphalt,  when 
it  contains  from  nine  to  twelve  percent,  of  bitumen, 
does  not  require  to  be  mixed  with  any  other  sub¬ 
stance  for  forming  pavements.  The  rock  is  crushed 
or  powdered,  then  placed  in  portable  heaters  and 
raised  to  a  temperature  of  from  200  to  250  degs. 
which  softens  the  bitumen  ;  and  while  still  hot  it 
is  spread  over  the  foundations  and  powerfully  com¬ 
pressed  by  ramming,  tamping  or  rolling  with  hot 
iron  tools,  so  that  the  molecules  unite,  and  the 
mass  when  cold  assumes  the  essential  qualities  of 
the  original  rock.  The  imported  varieties  are  con¬ 
sidered  best,  although  very  good  results  are  had 
with  some  of  the  native  material,  especially  with 
that  found  on  the  Pacific  Coast,  many  of  the  street 
car  lines  in  San  Francisco  being  paved  with  it. 

Trinidad  asphalt  is  not  suitable  by  itself  for  pav¬ 
ing  purposes,  but  it  is  first  mixed  with  sand,  pow¬ 
dered  carbonate  of  lime  and  petroleum  oil  in  cer¬ 
tain  proportions  which  have  been  determined  from 
long  experience  and  careful  observation  to  be  the 
best.  The  mixture  may  be  varied  to  suit  the  vary¬ 
ing  conditions  of  climate  and  traffic.  The  mate- 


TRACK  CONSTRUCTION. 


311 


rials  are  mixed  together  at  a  high  temperature  in 
suitable  cauldrons,  and  while  still  hot  spread  two 
or  three  inches  thick  over  a  concrete  or  other 
foundation  by  means  of  iron  rakes,  and  then  thor¬ 
oughly  compressed  by  a  heavy  roller. 

The  concrete  foundations  for  asphalt  pavement 
may  be  formed  in  about  the  same  manner  as  above 
described  for  stone  blocks  ;  but  the  best  results  are 
obtained  by  spreading  the  wearing  surface  or  pav¬ 
ing  proper  upon  an  existing  stone  block  or  mac¬ 
adam  pavement.  In  this  case  the  surface  should 
be  thoroughly  swept  and  cleaned  with  stiff  brooms 
and  the  joint  filling  removed  to  a  depth  of  two 
inches.  A  binder  coat  of  bituminuous  concrete 
should  then  be  spread  over  the  blocks,  filling  all 
depressions  and  bringing  the  surface  to  a  uniform 
grade  and  cross  section.  The  stones  composing 
the  binder  coat  should  not  be  more  than  one  and  a 
quarter  inches  in  their  largest  dimensions,  and, 
having  been  heated  in  revolving  ovens,  should  be 
mixed  by  machinery  with  a  coal  tar  residuum 
known  as  No.  4  paving  mixture,  in  the  proportion 
of  one  gallon  of  coal  tar  to  one  cubic  foot  of  stone, 
and  then  spread  with  hot  iron  rakes  to  such  thick¬ 
ness  that,  after  having  been  thoroughly  compacted 
by  tamping  and  hand  rolling,  the  thickness  of  the 
binder  at  any  point  will  not  be  less  than  three- 
quarters  of  an  inch.  It  will  be  found  of  advantage 
to  provide  a  binding  coat,  as  above  described,  with 
any  foundation,  be  it  concrete  or  old  paving,  as  it 
tends  to  prevent  the  wearing  surface  from  crawling 
and  buckling,  a  defect  that  is  sometimes  observed 
in  asphalt  pavements. 

The  foundation  having  been  thus  prepared,  the 
wearing  surface  may  be  prepared  and  laid  as  fol¬ 
lows,  the  method  being  about  the  same  as  that 
required  for  this  class  of  pavements  in  the  city  of 
New  York  ; 

First  an  asphalt  cement  is  manufactured,  which 
is  composed  ol  pure  refined  pitch  (lake  asphaltum), 
and  petroleum  oil,  having  a  specific  gravity  of 
from  eighteen  to  twenty  degrees  Beaume,  mixed  in 
the  proportion  of  100  parts  of  the  asphaltum  and 
from  fifteen  to  twenty  parts  of  the  oil.  The  ce¬ 
ment  having  been  prepared,  the  paving  mixture  is 


formed  of  the  following  materials  and  indicated 
proportions  : 

Asphalt  cement  from  twelve  to  fifteen  parts. 

Fine  sand  from  seventy  to  eighty-three  parts. 

Pulverized  carbonate  of  lime  from  five  to  fifteen 
parts. 

The  sand  and  asphalt  cement  are  heated  sepa¬ 
rately  in  suitable  apparatus  to  about  300  degs. 
Fah.  The  carbonate  of  lime,  while  cold,  is  mixed 
with  hot  sand,  and  then  both  are  combined  with 
the  asphaltic  cement  at  the  required  temperature, 
the  mixture  is  then  brought  to  the  ground,  and 
while  at  a  temperature  of  not  less  than  250  degs.  is 
carefully  spread  by  means  of  hot  iron  rakes  to 
such  a  depth  that  after  being  compressed  it  will 
have  a  thickness  of  two  inches.  The  surface  is 
then  compressed  by  means  of  hand  rollers,  after 
which  a  small  amount  of  hydraulic  cement  is  swept 
over  it,  when  it  is  thoroughly  compressed  by  means 
of  a  heavy  steam  roller  the  operation  to  continue 
for  not  less  than  five  hours  for  every  1,000  yds.  of 
surface. 

In  order  to  make  the  gutters  entirely  impervious 
to  water,  it  is  recommended  that  a  width  of  one 
foot  next  the  curb  be  coated  with  hot,  pure  asphalt 
and  smoothed  with  hot  smoothing  irons  so  that 
the  pavement  at  this  point  shall  be  saturated  with 
an  excess  of  asphalt. 

In  case  rock  asphalt  is  to  be  used,  it  is  custom¬ 
ary  to  specify  that  it  shall  be  a  mixture  of  material 
from  the  Sicilian  and  German  mines  or  other  mixt¬ 
ures  of  equal  quality,  which,  ground  to  a  fine 
powder  containing  from  nine  to  twelve  per  cent,  of 
natural  bitumen,  with  from  eighty-eight  to  ninty- 
one  per  cent,  of  pure  carbonate  of  lime  and  free 
from  quartz  sulphates,  iron  pyrites  or  aluminum, 
and  be  laid  without  any  additions  whatever.  The 
process  of  preparing  the  powder  consists  of  heat¬ 
ing  it  in  a  suitable  apparatus  to  200  or  250  degs., 
and  spreading  and  compressing  it,  in  the  same 
manner  as  described  for  the  asphalt  mixture,  to 
such  a  depth  that,  after  having  received  its  ulti¬ 
mate  compression,  it  will  have  a  thickness  of  two 
and  a  half  inches,  the  surface  to  be  rendered  per¬ 
fectly  even  by  heated  smoothers,  when  it  is  to  be 


3 12 


STREET  RAILWAYS. 


sprinkled  with  clean,  sharp  sand.  For  the  reason 
that  the  pavements  constructed  of  rock  asphalt  do 
not  obtain  their  ultimate  compression  from  traffic 
for  a  longer  period  than  that  required  for  the 
Trinidad  pavement,  it  is  recommended  that  the 
former  be  laid  to  the  depth  of  two  and  a  half 
inches. 

The  Trinidad  pavements  do  not  become  so  slip¬ 
pery  in  wet  whether  as  the  European  rock  asphalt 
pavements,  and  offer  a  better  footing  for  horses, 
for  the  reason  that  the  body  is  composed  of  sharp 
sand,  while  the  body  of  the  latter  is  a  smooth,  im¬ 
palpable  limestone.  There  is  but  little  difference 
in  this  respect,  however,  between  the  pure  asphalt 
and  the  native  rock  varieties,  for,  as  stated  pre¬ 
viously,  the  particles  of  the  body  of  the  native  vari- 
ties  are  sand. 

In  joining  asphalt  pavement  to  track  rails  it  is 
customary  in  some  localities  to  place  a  row  of  pav¬ 
ing  blocks  as  headers  (long  and  short  stones  alter¬ 
nating  and  toothing  into  the  pavement)  on  each 
side  of  the  rails  to  absorb  the  vibrations  of  the  rail 
and  provide  a  track  for  street  vehicles.  In  practice 
it  is  found  better  to  provide  a  concrete  founda¬ 
tion  for  the  blocks,  whatever  be  the  foundation  for 
the  pavement  proper. 

Asphalt  is  also  wrought  into  blocks  or  bricks  and 
laid  in  about  the  same  manner  as  stone  blocks.  In 
this  form  it  is  principally  employed  for  sidewalks 
or  for  footpaths  in  parks  and  commons,  but  has 
been  employed  for  street  pavements  in  Washing¬ 
ton  and  Baltimore  to  a  considerable  extent.  While 
apparently  giving  satisfaction,  asphalt  block  pave¬ 
ments  have  not  been  in  service  long  enough  to  test 
their  durability. 

BLOCKS  OF  WOOD 

set  on  the  end  of  the  grain,  have  been  exten¬ 
sively  employed  as  a  paving  material  in  this  coun¬ 
try  and  elsewhere  for  a  number  of  years.  The 
original  type  of  wood  pavement  was  the  Nich¬ 
olson,  named  after  the  inventor,  in  which  blocks 
of  yellow  or  white  pine  were  employed,  usual¬ 
ly  about  four  inches  wide  and  from  four  to 
sixteen  inches  long  and  six  inches  deep.  The 
method  of  construction  consisted  in  excavating  the 


street  to  a  depth  of  nine  inches,  and  laying  a 
foundation  of  clean  sand,  upon  which  a  flooring  of 
tarred  or  creosoted  pine  boards  one  or  two  inches 
thick  was  placed.  Upon  this  flooring  the  blocks 
were  set  in  parallel  courses  running  across  the 
street,  the  courses  being  separated  from  each  other 
by  thin  battens  of  pine,  and  the  spaces  filled  with  a 
mixture  of  sand,  gravel,  coal  tar  or  their  equivalent. 

Nicholson’s  method  has  been  greatly  improved, 
and  in  fact  is  not  used  in  the  best  European  prac¬ 
tice,  especially  as  to  foundation  and  the  use  of  bat¬ 
tens  for  separating  the  blocks.  The  only  successful 
practice  consists  in  providing  a  concrete  founda¬ 
tion,  and  placing  the  blocks  close  together.  Be¬ 
sides  pine,  chestnut,  cedar,  red  wood,  eucalyptus 
and  some  other  kinds  of  wood  are  used,  depending 
upon  the  supply  to  be  had  in  any  locality.  Blocks, 
hexagonal  in  shape,  possess  many  advantages,  but 
round,  conical  and  rectangular  in  shape  are  also 
employed,  which  are  laid  with  various  combina¬ 
tions  of  concrete,  tar,  asphalt  and  gravel.  To 
prevent  decay,  the  blocks  are  frequently  creosoted 
or  impregnated  with  various  chemical  preservatives. 
Specifications  for  wood  pavements  in  some  cases 
embrace  the  following  details  of  construction  : 
After  the  foundation  has  been  properly  prepared  it 
should  be  covered  with  clean  sand  and  very  fine, 
clean  gravel  to  a  uniform  depth  of  at  least  two 
inches,  upon  which  stringers  of  pine  or  hemlock 
boards  one  inch  thick  and  eight  inches  wide,  spaced 
eight  feet  from  centre  to  centre,  should  be  laid 
and  made  to  conform  exactly  to  the  crown  and 
gutter  slope.  The  stringers  being  in  place,  a  layer 
of  clean,  fine  sand  should  be  spread  between  them 
and  dressed  off  with  a  straight  edge  in  such  a  man¬ 
ner  that  the  sand  will  form  a  smooth  and  compact 
surface,  conforming  exactly  to  the  grade  of  the 
stringers,  after  which  a  flooring  of  two  inch  pine 
or  hemlock  planks,  from  eight  to,  twelve  inches 
wide  and  sixteen  feet  long,  with  both  ends  square, 
should  be  laid  down  lengthways  with  the  street, 
with  the  ends  resting  upon  the  stringers.  Upon 
this  flooring  the  blocks,  of  proper  dimensions, 
should  be  laid,  none  of  the  blocks  to  be  larger  than 
ten  inches  in  diameter,  and  none  smaller  than 


TRACK  CONSTRUCTION 


3*3 


three  inches.  As  the  work  progresses  the  blocks 
should  be  driven  up  close  together,  and  no  square 
spaces  should  be  allowed.  The  spaces  between 
the  blocks  should  then  be  filled  with  screened 
gravel  and  thoroughly  tamped,  and  refilled  and 
retamped  until  perfectly  solid,  when  the  surface 
should  be  swept  off  with  a  coarse  broom. 

Wood  pavements  are  apt  to  be  slippery  in  wet 
weather,  and  are  very  perishable,  both  from  wear 
and  from  decay,  and  are  objectionable,  for  sanitary 
reasons,  as  the  blocks  absorb  the  surface  liquids  and 
at  times  give  off  offensive  odors. 

Wood  blocks  are  cheaper  in  their  first  cost  than 
granite,  and  in  certain  localities  are  necessarily 
employed  because  other  material  is  not  to  be  had 
except  at  great  cost,  and  notwithstanding  the  above 
objections,  they  have  a  number  of  points  of  excel¬ 
lence  to  recommend  them  when  new,  among  which 
are  ease  of  draft  and  noiselessness,  are  easily  kept 
clean,  produce  less  shock  to  the  limbs  of  horses 
than  stone  blocks,  lessen  the  wear  of  vehicles  and 
admit  of  high  speed,  and  smooth  passage. 

As  before  noted  in  the  second  chapter,  this  type 
of  pavement  is  not  suitable  for  use  for  paving  the 
tracks  of  cable  lines,  as  the  swelling  of  the  material 
from  moisture  tends  to  slot  closure. 

Wood  pavements  will  be  found  to  be  a  very  ex¬ 
pensive  luxury  when  laid  on  streets  subject  to  ex¬ 
cessive  traffic.  Their  success  abroad  is  due  not  only 
to  their  expensive  construction  and  careful  and 
costly  maintenance,  but  also  to  favorable  conditions 
which  do  not  exist  in  the  cities  of  this  country. 
Among  those  conditions  are  the  regulations  re¬ 
quiring  that  the  wheels  of  all  vehicles  be  provided 
with  wide  tires  and  that  the  horses  be  shod  with 
smooth  shoes  without  calks. 

VITRIFIED  BRICK, 

made  from  a  peculiar  clay,  is  being  extensively  em¬ 
ployed  as  a  paving  material  in  the  cities  of  Ohio 
and  other  Western  cities,  and  is  regarded  with  con 
siderable  favor.  The  material  is  ground  fine  and 
then  moulded  under  heavy  pressure  to  the  same 
form  and  with  about  the  same  dimensions  as  or¬ 
dinary  brick,  when  it  is  vitrified  by  burning  so  that 
it  will  not  absorb  moisture. 


Some  manufacturers  form  the  brick  with  parallel 
grooves  extending  around  sides  and  ends  (Fig.  594), 
which  become  filled  when  the  joints  are  grouted 
and  serve  as  a  lock  to  hold  the  block  in  place  and 
prevent  its  being  forced  up  by  sub-pressure.  The 
bricks  are  usually  formed  with  rounded  corners  on 
the  top  to  provide  a  sure  footing  for  horses,  and 
are  set  on  edge  on  a  foundation  of  concrete  or 
broken  stone,  with  a  cushion  of  sand.  The  grout¬ 
ing  consists  of  sand  or,  preferably,  of  mastic 
cement. 

When  the  ordinary  paving  bricks  are  employed  it 
is  customary  to  lay  them  in  two  courses.  The  first 


Fig.  594. — Vitrified  Paving  Brick. 


course  is  laid  flatwise,  with  the  largest  dimensions 
lengthwise  of  the  street,  upon  a  bed  of  sand,  and 
the  second  course  is  laid  edgewise  across  the  street 
upon  a  cushion  of  sand  one  and  three-quarters  of 
an  inch  in  thickness.  The  joints  are  then  filled  with 
cement  or  sand. 

Brick  pavements  have  long  been  in  use  in  Hol¬ 
land,  and  have  proved  very  durable.  But  the  man¬ 
ufacturers  of  vitrified  brick  claim  that  it  is  much 
more  durable  than  the  Holland  varieties,  and  equal 
to  stone,  and  that  by  the  new  process  of  manufact¬ 
ure  a  paving  'olock  of  uniform  size  is  produced, 
which  has  the  advantage  of  being  less  noisy  and 
more  economical  than  stone.  The  use  of  this  ma¬ 
terial  thus  far  in  this  country  has  been  limited 
to  streets  subject  to  a  comparatively  light  travel, 
but  the  manufacturers  claim  that  they  are  strong 
enough  to  withstand  the  heavy  traffic  of  our  large 
cities. 

BROKEN  STONE 

is  extensively  employed  for  roadmaking,  and  al¬ 
though  it  may  not  be  strictly  regarded  as  a  paving 
material,  the  leading  systems  of  stone  roads  are 
admirably  adapted  for  suburban  lines  and  streets  in 
small  towns,  while  they  are  undesirable  for  large 
cities. 


3H 


STREET  RAILWAYS 


Two  leading  methods  are  employed  for  making 
stone  roads,  known  as  the  macadam  and  telford  sys 
terns.  The  first  is  constructed  by  placing  successive 
layers  of  broken  stone  directly  upon  thesoil,  so  that 
they  form  a  crust  on  the  surface,  producing  a  dura¬ 
ble  roadway,  and  which  retains  the  name  of  the 
inventor,  McAdam. 

Roads  made  with  layers  of  broken  stone  resting 
upon  a  sub-pavement  of  stone  blocks  or  ballasting, 
are  called  telford  roads,  after  Thomas  Telford,  by 
whom  they  were  first  constructed  in  Great  Britain. 
The  advantages  and  disadvantages  of  the  “bot¬ 
toming,”  which  forms  the  chief  difference  between 
the  two  systems. have  been  the  subject  of  lengthy 
discussions  between  their  respective  advocates.  The 
character  of  the  soil,  whether  wet  or  dry,  would 
seem  to  determine  a  choice  between  the  two  meth¬ 
ods,  although  the  latter  can  doubtless  be  built 
somewhat  cheaper,  for  the  foundation  stones  may 
be  of  an  inferior  quality  and  the  labor  of  breaking 
them  avoided.  Of  late  years  little  distinction  is 
made  between  the  two  systems,  and  the  term  “  tel¬ 
ford  ”  is  frequently  applied  to  the  foundation  of 
macadam  roads.  In  preparing  for  the  foundation, 
the  surface,  subsoil  and  other  matters  should  be 
removed  to  the  proper  depth,  and  the  bed  should 
be  rolled,  shaped  and  trimmed  to  the  required 
grade  in  the  same  manner  as  described  for  stone 
block  paving.  The  foundation  stones  should  then 
be  set  close  together  with  their  longest  sides  parallel 
to  the  curb,  and  then  firmly  wedged  by  insertingand 
driving  down  with  a  bar  in  all  possible  places  be¬ 
tween  them  stones  of  the  same  quality.  All  pro¬ 
jections  and  irregularities  should  then  be  broken 
off  with  a  hammer,  care  being  taken  not  to  loosen 
the  stones,  and  the  chips  should  be  worked  and 
driven  with  the  hammer  into  all  the  interstices  not 
already  filled  by  the  process  of  wedging,  so  that 
the  foundation  when  completed  shall  present  an 
even  but  not  too  smooth  surface  and  be  about  eight 
inches  thick  under  the  macadam.  The  material 
for  the  macadam  should  be  hard  and  tough.  The 
most  useful  are  the  balsatic  and  trap  rock  forma¬ 
tions,  while  certain  classes  of  green  stones  and  sele¬ 
nitic  granite  are  good,  as  are  also  the  boulders  and 


pebbles  of  tide  water  regions.  The  stones  should 
be  broken  into  pieces  not  larger  than  will  pass 
through  a  ring  of  two  and  a  half  inches  in  diame¬ 
ter,  and  then  spread  (on  a  dry  day)  over  the  bed, 
the  first  coat  being  not  over  three  inches  thick  and 
entirely  free  from  earthy  mixture.  This  is  then 
compacted  by  admitting  the  travel  upon  it,  or  bet¬ 
ter,  by  a  heavy  roller,  men  being  stationed  to  rake 
down  any  ridges  that  may  be  formed.  When  suf¬ 
ficiently  consolidated,  a  second  coat  of  three  inches 
is  added,  when  moisture  may  be  introduced,  which 
will  greatly  facilitate  the  union  of  the  two  courses. 
A  third  coat  is  added  as  was  the  second,  and  a 
fourth  if  necessary.  To  hasten  the  smoothness,  an 
inch  of  gravel  or  finely  crushed  stone  may  be  spread 
over  the  surface  and  be  passed  over  by  the  roller. 
The  stones  being  properly  placed,  combine  by  their 
own  angles,  and  after  a  few  years  adhere  together 
in  a  smooth,  solid  surface  which  is  not  likely  to  be 
affected  by  the  weather  or  displaced  by  frost. 

It  will  be  difficult  to  construct  a  satisfactory 
macadam  pavement  on  street  car  lines  where  tie 
rods  are  employed  in  the  construction,  as  these 
interfere  with  a  proper  bonding  of  the  material. 
On  lines  with  very  heavy  traffic  it  is  also  difficult  to 
maintain  this  class  of  paving  in  good  condition. 
In  any  event,  roads  of  this  kind  need  careful  atten¬ 
tion.  The  wear  of  the  material,  whether  mud  or 
dust,  should  be  continually  removed  and  replaced 
by  new  materials.  A  road  treated  in  this  manner 
will  need  no  repairs,  as  such  ;  but  if  put  in  order 
only  at  intervals  it  will  need  serious  repairs. 

COST  OF  CONSTRUCTING  PAVEMENTS. 

The  present  contract  price  for  paving  the  streets 
of  New  York  including  the  curb  and  bridge  stones, 
is  about  as  follows  : 

For  granite  blocks  on  gravel  foundation  $2.80 
per  square  yard. 

For  granite  on  concrete  foundation  $3.60  per 
square  yard. 

For  asphalt  (either  Trinidad  or  rock)  on  con¬ 
crete  base  with  a  five  year  guarantee,  $3.00  per 
square  yard. 

For  asphalt  on  concrete  base,  with  a  fifteen  year 
guarantee,  $3.80  per  square  yard. 


TRACK  CONSTRUCTION. 


3i5 


For  asphalt  on  an  existing  stone  pavement  as  a 
base,  with  a  fifteen  year  guarantee,  $3.40  per  square 
yard. 

Vitrified  brick  pavements  on  broken  stone 
foundations  cost  in  the  vicinity  of  the  manufac¬ 
tories  about  $2.15  per  square  yard. 

Wood  pavings  cost  usually  about  $1.25  to  $1.50 

« 

per  square  yard,  without  concrete  foundation. 

The  cost  of  cobble  paving  is  generally  from 
$1.90  to  $2.10  per  square  yard. 

OTHER  METHODS. 

While  the  materials  and  methods  of  paving 
above  described  constitute  the  principal  standards, 
they  do  not  by  any  means  comprise  all  the  sys¬ 
tems  of  paving  that  are  still  in  an  experimental 
stage. 

Among  the  latter  class  may  be  mentioned  those 
that  employ  a  combination  of  cast  iron  and  fur¬ 
nace  slag,  in  the  construction  of  which  a  shell  or 
box  of  cast  iron,  shaped  like  the  ordinary  paving 
blocks,  is  filled  with  slag  and  laid  in  the  same 
manner  as  stone  blocks,  or  the  shells  may  be  com¬ 
bined  in  groups  and  laid  so  as  to  form  a  continu¬ 
ous  foundation. 

Another  system  provides  a  combination  of  cast 
iron  pockets  and  bottom  plates,  with  the  pockets 
filled  with  oak  blocks  which  are  about  three 
inches  square  on  top  and  five  inches  long.  The 
blocks  being  driven  into  the  pockets  about  three 
inches,  receive  the  traffic  on  the  end  of  the  grain. 
The  shells  are  cast  in  groups,  having  five  full 
pockets,  four  half  pockets  and  four  quarter  pockets, 
so  that  at  the  joints  the  adjacent  plates  help  sup¬ 
port  the  same  block,  dividing  the  strain  and  hold¬ 
ing  the  surface  even. 

Still  another  method  combines  vitrified  brick  on 
a  sheet  steel  bottom  with  steel  bonds  riveted  to¬ 
gether. 

CEMENT. 

For  the  reason  that  cement  constitutes  an  im¬ 
portant  element  in  the  construction  of  paving 
foundations  and  cable  conduits,  and  is  also  used  as 
grouting  and  for  other  purposes,  it  is  as  important 
that  some  knowledge  of  its  nature  and  manufact¬ 
ure  be  had  as  an  aid  in  selecting  the  best  brands 


as  it  is  to  know  the  particulars  regarding  other 
materials,  such  as  stone  and  asphalt. 

The  first  natural  cement  known  to  commerce 
was  produced  in  England  in  1796,  in  an  attempt 
to  imitate  the  Roman  cement  which  has  given  to 
the  ancient  works  of  the  Romans  the.ir  lasting 
character  ;  hence,  when  a  cement  was  produced 
that,  when  mixed  with  sand,  would  harden  under 
water,  the  name  “  Roman  cement”  was  given  to  it, 
and  the  material  resembled  closely  the  Rosendale 
and  other  natural  cements  now  manufactured  in 
this  country.  The  process  of  manufacture,  as  now 
adopted  in  this  country,  is  a  very  simple  one,  and 
consists  in  quarrying  argillaceous  limestones  or 
dolomites  containing  certain  percentages  of  lime, 
magnesia,  silica  and  aluminum  ;  calcining  the 
broken  rocks  in  open  kilns  with  coal  at  a  light  heat 
and  drawing  the  calcined  product  continuously 
from  the  kilns  and  grinding  it  between  millstones. 
The  resultant  powder  is  barreled  or  put  in  sacks 
and  becomes  the  ordinary  light  burnt,  natural,  hy¬ 
draulic  cement  of  commerce. 

The  first  commercial  Portland  cem'ent  of  com¬ 
merce  was  produced  in  England  in  1824,  and  was 
made  by  combining  the  English  chalks  with  clay 
from  the  river,  drying  the  mixed  paste  in  the  form 
of  bricks,  eggs  or  balls  and  calcining  at  a  high  heat 
the  material  thus  produced.  The  calcination  was 
done  in  closed  kilns,  and  the  product  was  a  clinker, 
which,  when  ground,  formed  a  cement  of  great 
strength  and  hydraulic  character,  to  which  the 
name  of  “  Portland  cement”  was  given,  because  the 
stone  it  produced,  when  used  in  concrete,  re¬ 
sembled  in  color  the  well  known  “  Portland”  build¬ 
ing  stone  of  England.  Portland  cement  differs 
from  the  natural  burnt,  hydraulic  cement  in  that  it 
is  an  artificial  product  wherein  the  proportions  of 
lime,  silica  and  aluminum  are  combined  in  uniform 
proportions,  and  the  material  that  is  calcined  in  a 
kiln  becomes  a  new  rock  or  stone  artificially  pro¬ 
duced  by  the  mechanical  mixing  of  the  clay  or 
lime,  or  of  the  natural  rock  composing  it,  so  that 
chemical  action  necessary  for  the  production  of 
the  highest  grade  cement  can  take  place  under  the 
most  favorable  circumstances.  In  the  natural  ce- 


3l6 


STREET  RAILWAYS 


ment  the  rock  is  taken  in  the  condition  that  Nature 
has  given  it.  and  the  calcination  is  at  a  low  tem¬ 
perature,  so  that  a  large  percentage  of  the  material 
is  inert  and  has  no  value  of  a  cementing  character  , 
while  in  the  Portland  cement,  burnt  at  a  high  heat, 
all  the  elements  are  active. 

As  above  stated,  Portland  cement  is  generally 
made  from  a  mixture  of  clay  and  chalk.  The  for¬ 
eign  varieties  are  principally  manufactured  in  Eng¬ 
land,  Germany,  Belgium,  France  and  Austria.  In 
England  the  clays  are  obtained  chiefly  from  the 
estuaries  of  the  Medway  and  other  rivers,  and  vary 
somewhat  in  different  districts.  The  average  com¬ 
position  of  good  clay  for  this  purpose  is  as  fol¬ 


lows  : 

Silica .  54-84 

Alumina  and  oxide  of  iron .  25.08 

Lime .  o.go 

Magnesia .  0.80 

Carbonic  acid .  o.  83 

Sulphuric  acid .  1.20 

Organic  matter  and  moisture .  16.35 


100.00 

The  ordinary  soft  chalks  of  the  following  aver¬ 
age  composition  are  also  regarded  as  best  : 


Silica .  x.15 

Alumina  and  oxide  of  iron .  0.78 

Lime .  54.CO 

Magnesia .  0.25 

Carbonic  acid .  42.50 

Organic  matter,  etc .  1.32 


100.00 

In  the  process  of  mixing,  the  proportions  of  the 
ingredients  are  kept  as  uniform  as  possible,  and  to 
secure  this  frequent  chemical  tests  are  made,  so  that 
the  resulting  cements  may  not  differ  greatly  in 
quality.  The  clay  is  first  broken  up,  wet  ground, 
and  then  mixed  with  chalk  and  water,  in  what  are 
termed  washing  mills,  when  the  mixture  is  run  into 
vats  or  backs  and  allowed  to  settle.  The  water  is 
then  drawn  off,  and  the  solidified  mixture  is  placed 
on  drying  plates,  which  are  heated  by  coal  or 
coke,  or,  in  some  instances,  by  the  waste  heat  of  the 
ovens,  until  all  the  mixture  is  removed.  The  slur¬ 
ry,  as  it  is  now  called,  is  carefully  packed  into  the 
kilns  or  ovens  with  a  proper  mixture  of  fuel,  coal 
or  coke.  The  quality  of  the  resulting  cement  de¬ 
pends  to  a  great  extent  on  the  careful  performance 


of  this  part  of  the  work,  for  if  the  slurry  be  added 
in  too  large  lumps  the  outside  only  will  be  proper¬ 
ly  clinkered,  while  the  interior  remains  an  imper¬ 
fectly  burned  powder,  thorough  clmkering  being 
an  absolute  necessity  in  order  to  obtain  good  ce¬ 
ment 

In  another  process  the  dried  mixture  is  reduced 
to  a  powder  and  led  into  an  inclined,  revolving 
oven  in  which  gas  is  employed  as  fuel,  which  roasts 
the  fine  particles,  when  they  are  delivered  in  the 
form  of  cement  clinker  ready  for  grinding.  By  still 
another  process  the  wet  mixture  is  fed  with  the 
hand  through  an  opening  in  the  side  of  a  domed 
kiln,  so  that  it  is  subject  to  intense  heat  for  a  short 
time  only  ;  but  a  very  friable  and  uniformly  burnt 
clinker  is  produced.  The  dry  grinding  is  done 
between  ordinary  millstones,  or  in  edge-running 
mills,  and  the  value  of  a  cement — other  things 
being  equal — is  due  to  fineness  of  grinding.  In 
some  cases  specifications  require  that  the  whole  of 
the  cement  should  pass  through  a  sieve  of  2,540 
meshes  to  the  square  inch,  and  not  less  than  ninety 
per  cent,  shall  pass  through  a  sieve  of  about  5,625 
meshes  to  the  square  inch,  while  others  require  that 
not  over  twenty  per  cent,  shall  be  retained  by  a 
sieve  of  10,000  meshes  to  the  square  inch. 

The  points  of  greatest  importance  in  the  manu¬ 
facture  are  :  Uniformity  of  raw  materials  ;  com¬ 
pleteness  of  the  mechanical  blending  ;  the  propor¬ 
tion  of  carbonate  of  lime  ;  thoroughness  of  wet 
grinding  ;  the  burning  ;  the  flouring  ;  the  aeration 
and  the  packing  of  the  finished  article. 

Knowing,  therefore,  the  facts  governing  the  pro¬ 
duction  of  hydraulic  cement,  one  is  able  to  deter¬ 
mine  which  is  best  for  a  particular  work.  It  must 
not  be  inferred,  however,  that  the  manufacture  of 
Portland  cement  is  confined  to  foreign  localities, 
for  while  the  development  in  the  manufacture  of 
the  cheaper  grades  of  cement  in  this  country  has 
been  going  on  very  rapidly,  the  development  of 
the  Portland  cement  industry  has  received  a  great 
deal  of  attention,  so  that  the  ingredients  of  the 
product  and  method  of  manufacture  are  no  longer 
shrouded  in  mystery,  but  the  American  cement 
companies  have  demonstrated  their  ability  to 


TRACK  CONSTRUCTION. 


30 


make,  by  improved  process,  a  Portland  cement, 
equal  to  the  best  foreign  grades,  out  of  natural 
rocks,  and  also  out  of  marls  and  clays  which  are 
the  chemical  equivalents  of  the  chalk  and  clay  of 
England. 

While  the  consumer  should  make  a  capital  disr 
tinction  between  Portland  and  natural  cement,  he 
need  make  no  distinction  between  American  and 
imported  Portland  except  in  regard  to  price.  The 
purchase  of  cement  of  whatever  brand  should  be 
on  condition  that  it  be  subject  to  the  practical  tests 
which  are  usually  employed  by  engineers  and  ar¬ 
chitects  in  the  purchase  of  cement.  In  the  case  of 
Portland  cement,  a  chemical  analysis  is  requisite, 
to  show  if  it  has  the  right  composition.  One  test 
of  proper  burning  is  the  weight  of  a  stricken 
bushel,  which  should  be  required  to  be  not  less 
than  1 12  lbs.  to  115  lbs.,  or  a  specific  gravity  test 
which  should  not  be  lower  than  3.1  to  3.15.  It 
should  also  give  the  usual  tensile  strength  with 
briquettes  at  seven,  fourteen  and  twenty-eight 
days,  made  with  neat  cement  mixed  with  a  specific 
quantity  of  water,  and  also  of  briquettes  made  of 
two  or  three  parts  of  fine  sand  and  one  of  cement. 
It  may  be  stated,  however,  in  defence  of  cements 
that  seventy-five  percent,  of  the  defects  in  concrete 
arise  from  imperfect  mixing,  and  not  from  bad  ce¬ 
ment. 

As  previously  stated,  cements  are  usually  shipped 
in  barrels  or  bags.  In  case,  however,  the  material 
is  to  be  delivered  and  stored  along  the  work  before 
it  is  used,  it  is  better  to  stipulate  that  it  be  shipped 
in  coopered  barrels,  and  after  being  in  position  it 
should  be  carefully  sheltered  from  storms  ;  and  in 
no  case  should  the  barrels  be  allowed  to  rest  di¬ 
rectly  on  the  ground  or  upon  sidewalks,  but 
should  be  blocked  up  by  suitable  underpinning. 

COST  OF  TRACK. 

In  order  to  make  an  accurate  estimate  of  the 
cost  of  track  construction  it  will  be  necessary  to 
know  all  of  the  local  conditions.  These  include 
the  character  of  the  soil,  local  requirements  in  re¬ 
gard  to  obstructions  in  the  street,  freight  charges, 


cartage  and  price  of  material,  number  of  curves, 
crossings,  etc.,  etc. 

The  following  are  given  as  approximate  esti¬ 
mates  under  ordinary  conditions  for  constructing 
a  line  in  paved  city  streets,  and  will  serve  as  a  basis 
from  which  to  estimate  the  cost  of  any  line,  due 
allowance  being  made  for  local  conditions  and  the 
ruling  price  for  material.  The  estimates  include 
the  expense  of  removing  the  rails  and  taking  up 
the  pavement  of  an  existing  line,  but  do  not  in¬ 
clude  the  cost  of  foundation,  either  of  concrete  or 
ballast.  If  this  is  of  broken  stone  six  inches  deep, 
thoroughly  rolled  or  tamped,  or  of  ballast  one  foot 
deep,  with  space  between  ties  in  either  case  filled 
with  broken  stone,  the  cost  will  be  about  ninety 
cents  per  lineal  foot  of  double  track,  or  forty  cents 
for  single  track. 

Cost  of  one  mile  double  straight  track  laid  with  a 


78  lb.  Johnson,  30  ft.,  girder  rail,  ties  2 l/z  ft. 
centres,  f.  o.  b.  shop. 

704  rails,  10.560  lineal  feet  of  track,  245.14  long 
tons,  including  channel  joints,  chairs  and 

spikes  at  $1.25  per  foot .  13,200.00 

4,224  cross  ties  at  45  cents .  1,900.80 

Labor,  excavating  and  laying,  including  teams 
and  superintendence,  at  30  cents  per  foot  of 

single  track .  3,168.00 

Paving  with  granite  blocks,  4  ft.  between  tracks, 
two  horse  paths,  and  r  ft.  6  ins.  on  each  out¬ 
side,  9,282  sq.  yds.  at  $3 .  27,846.00 

Total .  $46,114,80 


One  right  angle  single  track  street  railway  crossing  with  78 
lb.  girder  rail,  laid  complete  except  paving,  will  cost  about 
$135. 

The  cost  of  one  crossover  switch  with  78  lb.  girder  rail,  laid 
complete  without  paving,  will  be  about  $525. 

One  right  angle  single  track,  plain  curve  of  45  ft.  radius, 
with  100  lb.  guard  rail,  ties  4  ft.  centres,  with  chairs  joints, 
spikes,  labor,  laid  complete  except  paving,  will  cost  $245.75. 

Total  number  of  metal  parts  employed  in  girder  rail  con¬ 
struction  for  one  mile  of  double  straight  track,  with  solid  steel 
box  chairs  or  tie  plates  and  four-bolt  channel  bar  connections, 
ties  being  spaced  2 ft.  centres,  and  steel  tie  rods  every  5  ft. 
4  ins. .will  be  60,114.  With  the  standard  joint  chair  spiked  to 
ties.  65,924.  With  clip  and  standard  joint  chairs  it  will  be 
91,900. 


STREET  RAILWAYS. 


Cost  of  one  mile  double  straight  track,  laid  with  a  65  lb., 
30  ft.,  Lewis  &  Fowler  box  girder  rail  on  chairs,  with  ties  spaced 


ft.  centres,  price  of  material  f.  o.  b.  shop. 

704  rails,  10,560  lineal  feet,  204.30  tons  track  in¬ 
cluding  chairs,  spikes,  etc.,  $1.20  per  ft .  $12,672.00 

4,224  cross  ties  at  45  cents .  1,900.80 

Labor,  teams  and  superintendence,  at  30  cents  per 

foot  of  single  track .  3,168.00 

Granite  blocks,  paving  4  ft.  between  tracks,  two 
horse  paths,  and  1  ft.  6  ins.  on  each  outside. 

9  2S2  sq  yds.  at  $3 .  27,846.00 

Total .  $45,586.80 

One  righ  angle  single  track  street  railway  cross¬ 
ing,  with  67  lb.  box  girder  rail,  laid  complete 

except  paving .  $95.00 

Same  crossing,  steam  line .  90.00 


One  crossover  switch  with  67  lb.  rail,  5  ft.  or  less 
between  tracks,  tongue  switch  at  each  end 
(80  ft.  radius  curves)  with  all  necessary  chairs 

and  fastenings,  except  paving . .  .  345-oo 

One  right  angle,  single  track,  plain  curve  of  45  ft. 
radius,  with  67  lb.  guard  rail,  ties  3  ft.  cen¬ 
tres,  with  chairs,  joints,  spikes,  labor,  laid 
complete,  except  paving .  244.00 


Total  number  of  metal  parts  employed  in  this  con¬ 
struction  for  one  mile  of  double  straight 
track  with  steel  intermediate  chairs  and  three 
bolt,  22  in.,  joint  chairs  (no  tie^rods  required) 


will  be .  74.624 

******** 


Cost  of  one  mile  double  straight  track,  laid  with  a  66  lb.,  32 
ft..  Duplex  girder  rail,  on  cast  chairs  ten  inches  in  height,  with 
broad  base,  spaced  2  ft.  8  ins.  between  centres  and  steel  tie  rods 
every  5  ft.  4  ins. 

1,296  sections,  duplex  rail,  10,560  lineal  feet,  207 '/z  long 
tons. 

1,300  cast  iron  joint  chairs. 

6,600  cast  iron  intermediate  chairs. 

1,980  steel  tie  rods  2  ins.  X  V2  in- 
9,220  steel  wedge  keys. 

Constituting  complete  material  for  one  mile  track,  $15,500.00 
Labor,  teams  and  superintendence,  at  30  cents  per 


foot  single  track .  3,168.00 

9,282  sq.  yds.  paving  at  $3 .  27,846.00 

Total .  $46,514.00 


Total  number  of  parts  employed  in  this  construction  (no 
wood  ties  used)  for  one  mile  of  double  straight  track,  with 
chairs  and  tie  bars  spaced  as  above,  20,416. 


CHAPTER  X. 


DISCIPLINE  AND  RUDES. 


Discipline,  as  defined,  includes  instruction  and 
government.  Instruction  is  usually  given  to  street 
railway  employes  in  the  form  of  printed  rules, 
which  they  are  required  to  study.  The  rules  are 
supplemented  by  oral  instruction  from  the  super¬ 
intendent  or  from  a  skilled  employe  detailed  for 
the  purpose. 

Government  consists  in  directing  and  securing 
obedience  to  the  rules.  The  best  code  of  rules  in 
the  world  will  not  insure  successful  operation  ;  this 
must  be  secured  by  proper  supervision,  which 
means  frequent  and  careful  inspection,  and  a  judi¬ 
cious  use  of  incentives  and  penalties.  Incentives 
are  better  than  penalties,  provided  one  is  ingen¬ 
ious  enough  to  use  them,  ingenuity  and  sympathy 
being  the  prime  qualities  one  must  possess  to 
make  this  method  of  government  successful. 

The  essence  of  the  plan  is  to  employ  one  honor 
already  attained  to  get  another  that  is  beyond.  No 
matter  what  was  attained  yesterday,  there  is  some¬ 
thing  higher  yet,  and  what  has  been  attained  will 
aid  to  get  to  that  higher.  This  is  the  basis  of  mili¬ 
tary  discipline.  The  common  soldier  is  never  ad¬ 
vanced  to  be  a  general  at  one  bound  ;  he  must  gain 
one  step,  become  a  corporal,  then  sergeant,  then 
lieutenant,  etc.  This  plan  is  based  on  the  principles 
of  human  nature  and  operates  powerfully  to  secure 
successful  management.  We  have  not  space  to  fur¬ 
ther  describe  them,  but  leave  it  to  the  management 
to  devise  such  as  are  suitable. 

Since  there  are  always  employes  with  whom  in¬ 
centives  have  no  weight,  and  also  superintendents 
who  have  little  skill  in  using  them,  penalties  are 
equally  necessary  in  the  administration  of  govern¬ 
ment.  Otherwise  rules  or  laws  will  be  brought  into 
contempt.  It  is  not  always  necessary  that  the  pen¬ 
alty  should  be  severe;  it  must  be  certaiti  whether 
injury  has  resulted  or  not,  and  it  must  tend  to  train 


the  offender  to  obey  the  rules.  A  penalty  should 
not  be  imposed  with  a  revengeful  feeling,  for  the 
influence  in  such  a  case  would  be  wholly  injurious. 
Let  the  offender  feel  that  it  is  done  as  a  penalty 
for  his  neglect  or  disobedience,  not  simply  because 
he  has  displeased  the  management. 

Good  discipline  depends  as  much  upon  the  char¬ 
acter  and  natural  ability  of  the  manager  as  upon 
the  character  of  the  employes.  Some  men  will  se¬ 
cure  excellent  discipline  with  any  class  of  employes, 
while  others  would  fail,  were  their  employes  all 
saints.  It  is  difficult  to  name  all  the  qualities  one 
must  possess  to  become  a  successful  disciplinarian. 
There  are  geniuses  in  the  street  railway  trade  as 
well  as  in  war  or  the  state  or  letters,  and  the  reason 
why  this  or  that  one  succeeds  is  not  to  be  told.  It 
lies  in  the  man  ;  that  is  all  anybody  can  tell  about 
it.  He  has  a  natural  force  that  is  no  more  to  be 
withstood  than  any  other  natural  force,  and  with 
what  quality  is  in  him  he  infuses  all  who  come 
within  his  reach,  and  does  not  lose  himself,  for  the 
natural  measure  of  his  power  is  the  resistance  of 
circumstances.  But  such  a  one  does  not  ignore 
helps,  but  rather  makes  use  of  all  that  come  to  his 
attention.  One  who  does  not  have  this  native  force 
will  not  succeed  in  the  line  of  street  railway  direc¬ 
tion  with  all  the  helps  at  his  command,  and  he 
owes  it  to  himself  as  well  as  to  his  company  to  seek 
some  other  line  of  work. 

While  it  is  not  possible  to  describe  all  the  quali¬ 
ties  one  should  have  to  become  a  successful  man¬ 
ager  and  disciplinarian,  it  is  easy  to  name  some. 

The  one  who  would  govern  others  successfully 
must  be  able  to  exhibit  self  government  in  his  own 
person ;  the  one  who  has  not  learned  to  control 
his  temper,  even  when  tired  or  harassed,  cannot 
control  others;  the  moral  force  of  a  manager  is  mag¬ 
nified  a  thousand  times  by  his  perfect  self  control 


32° 


STREET  RAILWAYS. 


under  aggravating  circumstances.  Again,  one  must 
control  his  preferences,  and  not  show  partiality. 
The  skillful  disciplinarian  will  employ  those  who 
may  be  termed  his  opponents  to  assist  in  operating 
the  machinery  of  discipline.  Again,  one  must  have 
confidence  in  himself,  and  must  be  a  good  student 
of  human  nature,  and  must  be  thoroughly  posted 
in  the  details  of  the  business;  but  pedantry  is  an 
obstacle  that  will  stand  in  the  way  like  a  mount¬ 
ain. 

The  most  successful  manager  will  always  respect 
his  employes.  Emerson  says  the  aristocracy  of 
Great  Britain  have  ruled  that  empire  solely  by  the 
magic  of  good  manners.  The  shabby  dress,  ignor¬ 
ance  or  stupidity  of  a  man  should  never  prevent 
his  being  treated  as  well  as  if  he  were  well  dressed 
and  clever.  It  may  be  noted  among  rulers  that 
the  higher  the  position  the  more  the  courtesy,  and 
the  strictest  military  officers  are  usually  very  court¬ 
eous.  It  takes  off  the  edge  of  a  command  to  ex¬ 
press  it  courteously  ;  it  admits  the  other  to  be  your 
equal,  and  will  obtain  a  more  prompt  compliance 
than  a  curt  order.  It  is  admitted  that  the  contrary 
practice  prevails  to  a  large  extent  among  railway 
managers,  and  many  who  have  never  tried  the 
other  believe  it  to  be  the  best  policy,  but  such  do 
not  belong  to  the  class  named  in  the  first  line  of 
this  paragraph,  “most  successful.’’ 

The  manager  should  study  to  inspire  every  em¬ 
ploye  with  a  spirit  of  loyalty  to  the  company  and 
with  the  feeling  that  upon  him  rests  a  respon¬ 
sibility  to  build  up  the  usefulness,  success,  and 
popularity  of  the  road.  As  has  been  well  said,  the 
employes  are  the  real  representatives  of  the  com¬ 
pany  before  the  public;  and  just  in  proportion  as 
they  are  civil,  polite  and  attentive,  or  the  reverse, 
will  the  company  obtain  favor  or  disfavor  with  the 
public;  but,  as  a  stream  cannot  rise  above  the  fount¬ 
ain  head,  neither  will  the  employes  be  polite,  at¬ 
tentive  and  courteous  to  the  passengers  if  they 
have  not  the  worthy  example  of  the  manager  to 
follow,  rules  and  regulations  to  the  contrary,  not¬ 
withstanding. 

The  selection  of  employes  will  aid  much  in  the 
way  of  proper  discipline.  The  better  the  class  of 


men  employed,  the  easier  it  will  be  to  enforce  good 
rules,  and  while  the  question  of  honesty  and  faith¬ 
fulness  should  largely  control  the  selection  of  the 
men,  a  certain  degree  of  intelligence  should  be  re¬ 
quired,  for  the  men  are  often  called  upon  to  use 
discretion  in  matters  which  it  is  impossible  to  cover 
by  rules,  especially  on  mechanically  propelled  lines 

The  employes  of  a  company  are  the  trusted  serv¬ 
ants  for  its  revenue,  and  the  financial  success  of 
the  enterprise  will  depend  largely  upon  their  hon¬ 
esty,  fidelity  and  watchfulness,  and  these  qualities 
may  be  cultivated  or  diminished  by  proper  or  im¬ 
proper  management.  When  set  after  set  of  em¬ 
ployes  become  more  and  more  dishonest  and  reck¬ 
less  under  a  certain  management,  it  is  time  for  the 
directors  to  make  a  change. 

In  small  cities  and  towns  it  is  usually  best  to 
select  the  employes  from  among  the  residents  of 
the  place  in  which  the  road  is  located,  and  such  as 
are  favorably  known,  and  well  endorsed  ;  but  for 
lines  in  large  cities,  it  is  claimed  that  the  country 
bred  men  make  by  far  the  best  employes.  Ap¬ 
pointments,  however,  should  not  be  made  until 
after  an  examination  into  the  merits  and  ability  of 
the  applicant,  seconded  by  recommendation,  but 
not  through  political  influence  if  it  can  be  avoided. 
Care  should  also  be  taken  to  ascertain  if  the  appli¬ 
cant  is  seeking  employment  upon  the  road  as  a  last 
resort,  or  until  he  can  get  some  other  employment; 
such  men  will  make  very  indifferent  employes,  and 
should  not  be  engaged  if  others  who  want  street 
railroad  work,  and  are  willing  to  engage  in  it  as  a 
permanent  business,  are  to  be  had.  The  age  when 
first  employed  should  range  from  twenty  to  forty 
years,  and  it  is  needless  to  say  that  they  should  be 
energetic  and  of  good  habits.  In  order  to  attract 
and  hold  good  men  in  the  service  the  pay  should 
be  sufficient  and  the  hours  of  labor  not  too  long. 

Once  selected  and  introduced  to  the  business, 
every  possible  safeguard  should  be  thrown  around 
the  men,  and  by  printed  instructions  and  personal 
conversation  the  management  should  continuously 
and  persistently  seek  to  impress  upon  them  the 
rightness  and  advantage  of  honesty,  sobriety  and 
politeness. 


DISCIPLINE  AND  RULES. 


321 


It  is  obvious  that  no  code  of  rules  can  be  drafted 
which  will  meet  local  requirements  in  all  respects 
in  the  different  cities  of  this  country,  under  the  dif¬ 
ferent  methods  of  traction  employed.  The  follow¬ 
ing  are  selected,  however,  from  sets  adopted  by  the 
best  managed  companies,  in  widely  separated  sec¬ 
tions,  and  from  which  may  be  selected  such  as  may 
seem  best  suited  to  particular  localities  and  condi¬ 
tions. 

In  preparing  a  set  of  rules  and  regulations  for 
the  guidance  of  conductors,  drivers,  grip  drivers 
and  motor  drivers,  care  should  be  exercised  that 
they  are  not  too  voluminous  or  complex,  but  suited 
to  the  intelligence  of  the  class  of  men  employed. 
The  fact  should  not  be  lost  sight  of  that  many  men 
in  the  employ  of  street  railway  companies  have  not 
had  school  advantages,  and  that  it  is  difficult  for 
them  to  read  and  comprehend  written  instructions. 
Hence,  too  much  should  not  be  expected  of  them 
in  the  way  of  becoming  familiar  with  all  the  rules. 
It  does  not  argue  that  none  should  be  prepared, 
however,  and  every  well  regulated  company  will 
supply  their  men  with  printed  copies. 

It  is  a  good  practice  to  provide  brief  extracts 
from  the  rules  and  regulations,  embracing  such 
as  are  most  important,  and  have  them  printed  in 
convenient  form  to  be  carried  in  the  pocket,  and 
with  which  every  employe  should  be  required  to 
become  familiar.  Such  extracts  may  be  printed 
on  the  two  inside  pages  of  a  two  leaf  card  board 
folder,  pages  6x3  ins.,  which  should  also  contain  a 
list  of  the  time  points.  (See  model,  form  A.) 

It  is  also  a  good  practice  to  have  the  entire  code 
of  rules  printed  in  book  form,  pocket  size,  with  imi¬ 
tation  cloth  cover,  which  the  employe  may  carry 
with  him,  or  keep  at  his  home  for  ready  reference. 
Such  books  should  be  indexed  and  there  should 
also  be  a  subject  index,  so  that  any  particular  rule 
may  be  readily  found.  It  is  also  a  good  practice 
to  print  with  the  book  of  rules  copies  of  city  ordin¬ 
ances  relating  to  speed,  crossings  and  disorderly 
persons,  also  legislative  acts  relating  to  the  punish¬ 
ment  of  offenders  on  street  cars. 

In  case  a  number  of  lines  are  operated  under  one 
management,  the  names  of  all  such  lines  and 


method  of  traction  employed  on  each  should  be 
given  in  the  book  of  rules. 

The  names  of  all  streets  or  avenues  crossed,  also 
names  of  public  buildings,  squares,  depots,  ferries, 
hotels  and  places  of  amusement  along  the  line 
should  be  printed  in  the  book  of  rules. 

The  book  of  rules  designed  for  drivers  of  me¬ 
chanically  propelled  cars,  should,  in  the  case  of 
cable  roads,  contain  an  illustration  of  the  particu¬ 
lar  grip  in  use,  with  a  brief  explanation  of  its  me¬ 
chanical  features,  and  the  names  of  all  its  parts. 

In  the  case  of  electric  roads,  the  particular  motor 
and  switch  in  use  should  be  illustrated  and  de¬ 
scribed,  with  parts  named  and  numbered.  This 
practice  will  enable  the  drivers  to  familiarize  them¬ 
selves  readily  with  the  different  parts  of  the  ma¬ 
chine,  and  enable  them  to  converse  more  intelli¬ 
gently  with  the  mechanical  superintendent  and 
with  one  another  when  the  question  of  repairs  or 
efficiency  is  under  discussion. 

Only  such  rules  as  are  important  and  can  be  en¬ 
forced  should  be  prescribed.  When  unimportant 
rules  are  incorporated  in  the  code  there  is  danger 
that  the  employe  will  form  a  habit  of  ignoring 
them,  especially  if  there  is  no  penalty  to  follow, 
which  habit  is  likely  to  extend  to  the  more  essen¬ 
tial  rules,  and  a  laxity  in  regard  to  the  whole  set 
will  follow. 

A  specific  penalty,  however,  should  never  be  fixed 
for  the  violation  of  any  particular  rule  ,  this  should 
be  left  to  the  discretion  of  the  manager,  and  should 
be  inflicted  with  regard  to  the  disposition  and 
standing  of  the  individual  offender. 

The  following  addenda  should  never  follow  a 
rule : 

You  must  never  forget  this. 

No  excuse  will  be  received  for  neglecting  this  rule. 

Failure  to  comply  with  this  rule  will,  in  every  in¬ 
stance,  be  positive  cause  for  dismissal. 

This  rule  ?nust  not  be  violated  under  penalty  of  im¬ 
mediate  discharge. 

A  case  might  arise  where  a  very  valuable  man  by 
some  slip  or  oversight  might  violate  the  rule,  and 
should  he  be  discharged,  as  per  the  rule,  it  might 


322 


STREET  RAILWAYS. 


be  difficult  to  fill  his  place,  and  the  company  would 
be  the  loser. 

Employes  are  to  be  trained  until  they  are  not 
liable  to  violate  the  rules,  but  if  they  are  peremp- 


until  the  management  is  absolutely  sure  that  the 
party  is  no  longer  useful  to  the  company.  It  is 
the  duty  of  the  manager  to  detect  and  remove 
from  service  all  employes  who  are  incompetent  or 


Form  A. 

% - ge  as- 

INSTRUCTIONS  TO  CONDUCTORS. 

BEE  LINE  R.  R.  CO. 


Your  attention  is  particularly  called  to  the  following  ex¬ 
tracts  from  the  “  RULES  AND  REGULATIONS  ”  of 
this  Company. 

The  Conductor’s  position  when  on  duty  and  not  collecting 
fares  or  seating  passengers  is  upon  the  back  platform. 
Riding  inside  the  car,  on  the  front  platform  with  the  driver, 
chatting  with  friends  or  reading  newspapers  while  on  duty 
is  prohibited. 

The  Conductor  is  required  to  be  on  the  stand  when  his 
leader  leaves  to  direct  passengers  to  the  proper  car,  and 
give  information  if  required. 

Going  down,  the  Conductor  on  the  West  side  must 
announce  the  Streets  at  75th,  64th,  59th  and  10th  Streets. 
WASHINGTON  MARKET,  and  the  FERRIES. 
Coming  up,  at  the  same  points. 

On  the  Eastern  Division,  the  Conductor  must  announce 
the  Avenues  when  crossing  5gth  Street,  also  announce  34th, 
23d,  14th,  HOUSTON  and  GRAND  Streets,  and  the 
FERRIES.  When  requested  to  stop  at  any  Street  or 
point  not  enumerated  above,  he  must  announce  the  name 
of  the  Street  or  place  distinctly  and  deliberately. 

At  each  Street  crossing  the  Conductor  must  look  up  and 
down  the  Street  so  crossed,  in  both  directions  and  upon  both 
sides  of  said  Street,  beckoning  when  in  doubt  as  to  any 
approaching  passenger.  It  is  better  to  stop  five  times  and 
fail  to  get  a  patron  than  to  fail  to  stop  once  when  by  so 
doing  one  might  have  been  secured. 

IN  THE  TREATMENT  OF  PASSENGERS 
universal  politeness  is  required,  the  temper  must  always 
be  controlled  and  a  wordy  war  never  engaged  in.  It  re¬ 
quires  two  to  make  a  quarrel;  a  passenger,  however  abusive, 
is  under  no  circumstances  to  be  replied  to  in  kind.  A  quiet, 
pleasant,  good  humored  way,  obliging  and  thoughtful  man¬ 
ner  will  win  and  conquer,  and  this  kind  of  behavior  is 
always  to  be  cultivated.  Profane  language  or  loud  talking 
must  never  be  indulged  in  by  a  Conductor. 

BEWARE  OF  ACCIDENTS.  Take  no  risks,  go 
out  of  your  way  to  be  on  the  safe  side.  In  case  of  an  acci¬ 
dent  be  sure  to  get  as  many  witnesses  as  possible.  Be  cer¬ 
tain  that  their  names  and  addresses  are  rightly  understood. 
Always  have  with  you  a  pad  of  Witness  slips,  and  promptly 
distribute  them,  giving  one  to  each  passenger.  Endeavor 
to  have  the  slip  filled  out  by  each  passenger  in  his  own 
handwriting. 

If  a  passenger,  intoxicated,  or  for  any  other  just  cause 
must  be  ejected,  the  Conductor  must  first  stop  the  car, 
return  the  fare  if  paid,  and  remove  without  violence  the 
one  to  be  put  off,  and  in  every  case  take  the  names  and 
residences  of  witnesses,  either  persons  on  the  car  or  street 
or  both. 


gg - * 

tonly  discharged  no  opportunity  for  improvement 
is  given  them. 

Ordinarily,  an  employe  should  not  be  discharged 
until  there  are  multiplied  charges  against  him  or 


— 88 

TIME.  The  Conductor  is  responsible  for  time.  His 
watch  must  be  compared  with  and  set  by  the  Starter’s  regu¬ 
lator.  The  driver  must  obey  the  Conductor’s  order;  any 
failure  on  his  part  to  do  so  must  be  reported  by  the  Con¬ 
ductor. 

The  Conductor  must  not  carry  free  passengers  other  than 
those  whose  names  or,  if  police,  numbers,  upon  the  trip 
record  will  show  have  ridden  free. 

The  Conductor  must  be  cleanly  in  personal  appearance, 
and  abstain  from  smoking  and  the  use  of  ungentlemanly  or 
unnecessary  conversation  while  on  the  car.  He  must 
never  visit  a  saloon. 

NECESSITIES: —  Honesty,  Temperance,  Industry, 
Attention,  Accuracy,  Politeness,  Neatness. 

Without  these  qualifications  a  Conductor  or  Driver  must 
in  a  short  time  prove  a  failure. 

THE  OBJECT  of  the  alarm  is  to  notify  each  passen¬ 
ger  that  his  fare  has  been  collected. 

THEREFORE  the  Conductor  must  sound  the  alarm 
distinctly  in  the  presence  of  a  passenger  before  collecting 
another  fare. 

THE  CONDUCTOR  must  invariably  carry  TWO 
DOLLARS  in  change  (as  a  working  basis)  in  addition  to 
the  money  received  from  passengers. 

The  down  part  of  the  TRIP  SLIP  must  be  made  up 
and  deposited  with  the  Starter  at  the  Ferry  after  entering 
the  amount  on  the  up  Slip. 

THE  UP  part  of  a  record  of  the  whole  trip  is  to  be 
made  up  at  the  Depot,  and  turned  in  to  the  Receiver  with 
the  money. 

MEMORANDA  of  transfers,  passengers,  etc.,  to  be 
made  on  the  back  of  the  Slip. 

TALLY  on  Slip,  trunks  and  packages  at  time  fare  is 
received. 

THE  MONEY  RECEIVED  is  the  record  to  the 
Conductor  of  the  number  of  passengers  carried.  Exercise 
the  GREATEST  care  to  see  that  this  is  always  correct. 


TIME  POINTS. 


WESTERN  DIVISION, 

EASTERN 

DIVISION. 

Down. 

Up. 

Down. 

Up. 

Depot 

To  42(1  st  6  m 
“  30th  *•  7  13 
“  14th  “  8  21 

South  Ferry 

To  Pier  1  5  m 

“  Cortlandt  5  10 
“  Chamhers5  16 

Depot 

To  59th  st  8  av  7  m 
“  6  “  4  11 
*'  “  3  5  16 

South  Ferry 

To  Wall  st  6  m 
ROOS’V’lt  6  11 
“  Rutgers  6  16 

88 - : - 83 


dishonest,  that  the  competent  and  honest  men  may 
be  encouraged  and  protected 

Finally,  the  greatest  care  should  be  exercised  in 
administering  reproof  especially  when  it  follows  a 


DISCIPLINE  AND  RULES. 


323 


voluntary  report  on  the  part  of  an  employe  of  mis¬ 
haps.  Some  superintendents  defeat  their  own  pur¬ 
poses  by  a  habit  of  indiscriminate  censure  when 
anything  goes  wrong.  As  a  rule,  it  is  better  not 
to  administer  a  reproof  immediately  after  a  man 
reports  his  own  mishap  ;  better  wait  until  the 
matter  has  been  investigated;  then,  if  it  is  found 
necessary  to  reprimand  him,  do  it  in  such  a  way 
that  he  will  still  retain  his  self  respect,  and  be  even 
prompt  to  report  the  most  trifling  accidents,  for 
accidents  are  likely  to  come  to  the  most  skillful  ; 
but  even  good,  conscientious  employes  will  learn 
to  neglect  their  reports  when  they  find  that  these 
are  to  be  followed  by  remarks  reflecting,  even 
slightly,  on  their  judgment  and  skill. 

The  management  of  a  street  car  line  will  find  it 
of  advantage  in  case  of  a  serious  accident  being  re¬ 
ported  to  require  that  the  employe  reporting  the 
same  make  oath  to  his  statements  as  soon  as  possi¬ 
ble  after  the  report  is  handed  in.  Such  sworn 
statements  may  prove  of  value  in  case  litigation 
follows  : 

The  following  is  given  as  an  index  to  subjects 
for  a  book  of  rules  for  conductors  : 


Accidents. 

Advertisements. 

Appointment. 

Badge  and  Uniform. 

Blockades. 

Bonds. 

Care  of  Car  and  Furniture. 
Collection  of  Fare  and  Change. 
Crossings  and  Switches. 
Damage. 

Deportment. 

Disabled  Car. 

Discretion. 

Duties  and  Position. 

Fire  Department. 

Freight  and  Parcels. 

Headway  and  Speed. 

Lost  Articles. 

Parcels. 


Penalties. 

Personal  Habits. 

Police  Assistance. 

Position  and  Duties. 
Reporting  for  Duty. 
Resignation. 
Responsibility. 

Right  of  Way. 

Signals. 

Speed  and  Headway. 
Stopping. 

Switches  and  Crossings. 
Time. 

Tracks. 

Transfers.  •» 

Treatment  of  Passengers. 
Trip  Reports. 

Uniform  and  Badge. 


An  index  of  sub-headings  should  also  be  printed 
to  correspond  with  each  rule. 

The  following  rules  for  the  guidance  of  con¬ 
ductors  are  suggested,  from  which  a  selection  may 


be  made  to  suit  each  particular  case  of  locality  and 
method  of  traction  : 

RULES  FOR  CONDUCTORS. 

APPOINTMENT. 

Rule  i.  The  conductor  will  be  placed  at  the 
foot  of  the  extra  list  on  being  appointed,  and  pro¬ 
motion  will  be  made  by  seniority  from  the  extra 
list  to  the  regular  list  only. 

2.  When  a  regular  conductor  is  late  for  his  car, 
resigns  or  is  discharged,  extra  No.  1  is  entitled  to 
the  car,  and  the  remaining  extras  will  be  promoted 
in  regular  order. 

REPORTING  FOR  DUTY. 

3.  A  “  regular  '  must  report  to  the  starter  or 
other  person  in  charge  for  duty,  at  least  ten  min¬ 
utes  before  the  starting  time  of  his  car. 

4.  An  “  extra  ”  must  report  ten  minuces  before 
the  starting  time  of  the  first  car  ;  and  if  not  as¬ 
signed  to  duty  must  report  at  all  times  during  the 
day  when  cars  are  to  be  sent  out.  An  extra  failing 
to  report  promptly  will  be  liable  to  have  his  name 
dropped  to  the  foot  of  the  list.  Anyone  detailed 
for  emergency  duty  must  remain  at  the  car  house 
during  the  time  for  which  he  is  so  detailed,  and  be 
ready  to  respond  immediately  if  called  upon. 

5.  A  regular  or  extra  on  reporting  for  duty 
must  immediately  enter  his  name  and  number  of 
car  and  badge  on  the  register  provided  for  that 
purpose,  and  then  consult  the  bulletin  board  and 
order  book,  that  he  may  have  a  thorough  knowl¬ 
edge  of  all  orders  and  notices  issued. 

6.  The  conductor  must  have  his  car  ready  to 
leave  the  car  house  promptly  on  time. 

7.  Assistance  must  be  rendered  in  taking  cars 
out  of  the  car  house  and  in  putting  them  away. 

8.  A  conductor  will  only  be  relieved  from  taking 
out  his  car  by  personal  application,  except  in  case 
of  sickness,  when  notice  must  be  sent  to  the 
starter  to  relieve  him  from  the  penalty  for  neglect¬ 
ing  to  report,  in  accordance  with  the  rules  govern¬ 
ing  excuses,  and  posted  at  the  depot. 

9.  A  conductor  who  desires  to  be  excused  from 
duty  must  notify  the  superintendent  by  note  the 
day  previous.  Leave  of  absence  for  more  than  one 


324 


STREET  RAILWAYS. 


week  can  be  obtained  by  personal  application  only. 

10.  In  case  of  a  snow  storm,  all  conductors  not 
at  work  must  report  to  the  foreman  for  orders. 

BADGE  AND  UNIFORM. 

11.  When  on  duty  the  conductor  must  wear  the 
prescribed  uniform  which  must  be  kept  clean  and 
neat.  The  official  badge  must  be  worn  in  plain 
sight  on  the  cap  or  on  the  left  side  of  his  coat, 
and  kept  bright.  It  is  to  be  delivered  to  the  starter 
or  receiving  clerk  at  the  end  of  each  run.  Ex¬ 
changing  badges  or  duties  without  the  consent  of 
the  superintendent  is  forbidden. 

12.  Under  no  circumstances  may  an  employe 
lend  his  badge  to  any  person.  The  loss  of  a  badge 
must  be  reported  immediately  to  the  superintend¬ 
ent.  Badges  must  be  kept  bright  and  clean,  and 
the  badge  ribbon  never  allowed  to  remain  in  front 
of  the  number.  All  badges  must  be  returned  to 
the  office  on  leaving  the  service  of  the  company. 
In  severe  winter  weather,  when  Scotch  caps  are 
permitted,  the  badge  number  must  in  all  cases  be 
transferred  with  the  cap. 

DEPORTMENT. 

13.  The  conductor  must  be  civil,  polite  and  at¬ 
tentive  to  all  passengers,  under  all  circumstances, 
giving  special  attention  to  ladies,  children  and 
elderly  persons,  while  getting  in  and  out  of  the  car, 
and  must  answer  proper  inquiries,  but  avoid  un¬ 
necessary  conversation  with  passengers  or  employes. 
The  conductor  will  hold  himself  in  readiness  at  all 
times  to  answer  the  call  and  obey  the  orders  of 
those  in  authority.  He  shall  treat  them  with 
respect,  and  in  his  demeanor  to  his  associates  be 
cautious  and  considerate,  refraining  from  disputing 
or  quarreling,  guarding  himself  against  envy,  jeal¬ 
ousy.  or  other  unfriendly  feelings,  and  refrain  from 
all  communications  to  their  discredit,  except  to 
those  in  authority,  whom  it  is  his  duty  to  inform  of 
every  neglect  or  disobedience  of  orders  that  may 
come  to  his  knowledge,  reporting  to  each  such 
matters  as  properly  come  within  each  one’s  control. 
He  shall  conform  to  the  rules  and  regulations  of 
the  company,  and  observe  the  city  ordinances. 

14.  Should  any  difficulty  occur  with  a  passenger, 


the  conductor  must  not  get  angry  and  use  uncivil 
language,  even  under  the  greatest  provocation,  as 
no  excuse  will  be  taken  for  rudeness  and  sarcasm 
under  any  circumstances. 

15.  A  conductor  must  neither  give  to  nor  receive 
from  any  driver,  or  other  person  in  the  employ 
of  the  company,  any  fee,  gift,  gratuity,  cigars, 
treat  or  other  entertainment  whatever,  and  the 
name  of  any  employe  who  shall  claim,  directly  or 
indirectly,  anything  of  the  kind  must  be  reported 
promptly  to  the  superintendent. 

16.  All  complaints  must  be  referred  to  the  super¬ 
intendent. 

PERSONAL  HABITS. 

17.  The  conductor  must  abstain  while  on  duty 
from  smoking  or  chewing  tobacco,  from  the  use  of 
intoxicating  drinks,  from  the  use  of  profane  or 
obscene  language  and  from  all  improper  conduct. 
Any  conductor  known  to  drink  intoxicating  liquors 
any  time  of  the  day  he  is  on  duty,  or  who  enters  a 
place  where  such  are  sold,  will  be  held  to  violate 
this  rule. 

18.  A  conductor  must  abstain  from  lounging 
around  the  street  corners,  barn  or  car  shed,  and 
from  whistling  or  shouting  to  drivers  of  cars  or 
vehicles  when  passing  them  on  the  street. 

19.  He  must  be  cleanly  in  his  personal  habits; 
especially  must  he  keep  his  hands  clean  for  collect¬ 
ing  fares,  and  abstain  from  reading  books  and 
newspapers  while  on  the  car. 

RESPONSIBILITY. 

20.  The  control  of  driver  and  car  must  be  as¬ 
sumed  by  the  conductor,  and  any  abuse  of  horses 
or  motor,  disobedience  of  orders,  or  infringement 
of  rules  on  the  part  of  the  driver  will  not  be  per¬ 
mitted,  and  if  persisted  in,  after  warning  from  the 
conductor,  it  is*  the  conductor’s  duty  to  report  the 
matter  in  writing  to  the  starter  or  superintendent, 
and  failure  to  so  report  will  be  considered  as  a 
neglect  of  duty  on  the  part  of  the  conductor.  Start¬ 
ing  behind  time,  loafing  or  too  fast  driving,  driving 
fast  in  going  on  or  off  turnouts  and  around  curves, 
failure  to  answer  the  bell  promptly  or  to  stop  the 
car  properly,  stopping  the  car  across  intersecting 
streets  or  over  crosswalks,  failure  to  keep  a  sharp 


DISCIPLINE  AND  RULES. 


lookout  for  passengers  in  the  main  and  cross 
streets,  failure  to  signal  promptly  and  accurately 
for  passengers  who  get  on  at  the  front  end  of  the  car, 
carelessness  in  driving  fast  driving  with  the  view 
of  diminishing  the  receipts  ot  the  conductor,  per¬ 
mitting  unauthorized  persons  to  drive,  sitting  down 

• 

while  driving,  the  use  of  profane,  boisterous  or  in¬ 
decent  language  or  the  use  of  intoxicating  liquors, 
harassing  the  conductor  directly  or  indirectly,  are 
all  matters  which  the  conductor  must  promptly  re¬ 
port  (in  writing)  to  relieve  himself  of  responsi¬ 
bility. 

21  Each  conductor  will  be  required  to  have  a 
copy  of  these  rules  and  regulations  with  him  at  all 
times  when  on  duty  and  to  make  a  frequent  study 
of  them,  and  be  found  familiar  with  them,  and 
when  he  leaves  the  employ  of  the  company  will  be 
expected  to  return  them  to  the  office. 

22  The  conductor  will  be  required  to  deposit  $5 
as  security  for  signal  box  keys,  Each  signal  book 
will  have  a  key  attached  to  it.  and  the  conductor  on 
duty  will  be  held  responsible  for  book  and  key  while 
in  his  possession,  and  no  conductor  will  be  allowed 
on  duty  without  book  and  key, 

DUTIES  AND  POSITION. 

23.  The  conductor’s  place,  when  not  otherwise 
engaged,  is  standing  on  the  rear  platform,  and  he 
must  not  go  on  the  front  platform  except  to  collect 
fares  or  cn  necessary  business  He  must  not  stand 
inside  the  car,  or  lean  against  the  windows,  or 
sit  on  the  platform  rail,  but  be  constantly  on  the 
lookout  both  ways  for  passengers  who  wish  to  get 
on  or  off.  and  when  passengers  motion  to  stop  he 
must  recognize  such  request  by  a  nod  He  must 
not  sit  in  his  car  or  have  his  attention  engaged  in 
reading  or  conversation  with  passengers,  except  on 
matters  relating  to  his  duties,  and  must  do  nothing 
whereby  his  attention  may  be  diverted  from  his 
duties.  When  on  the  rear  platform,  his  face  should 
be  to  the  front  of  the  car.  If  compelled  to  stand 
in  the  car  to  make  change,  he  must  face  the  rear 
door.  He  must  not  enter  the  car  except  to  collect 
fares  or  answer  the  call  of  a  passenger,  and  must 
not  enter  the  car  to  collect  fares  when  approaching 
any  prominent  street  crossing  but  after  passing  it. 


325 

While  on  the  stand,  he  must  be  on  the  platform  to 
solicit  passengers  and  give  information. 

24.  The  conductor  must  distinctly  announce 
the  names  of  all  cross  streets,  and  at  the  same  time 
observe  if  any  one  wishes  to  get  off.  He  must  also 
announce  the  routes  of  the  various  lines  to  which 
passengers  are  transferred.  This  rule  must  be  ob¬ 
served  until  the  last  passenger  has  left  the  car. 

25.  The  conductor  must  endeavor  to  be  on  the 
rear  platform,  in  all  cases,  when  receiving  or  land¬ 
ing  passengers,  and  not  start  his  car  until  they  are 
fairly  received  or  landed,  nor  shall  he  allow  elderly 
or  infirm  persons,  ladies  or  children,  to  enter  or 
leave  the  car  while  it  is  in  motion,  to  get  off  or  on 
the  front  platform  He  will  also  when  passengers 
are  getting  off  the  car,  look  and  see  that  no  car  or 
team  is  approaching  by  which  they  might  receive 
injury.  It  is  his  especial  duty  to  provide  seats  for 
passengers  as  far  as  practicable  especially  for  la 
dies  Passengers  must  not  be  allowed  to  stand 
upon  the  rear  platform  or  steps  when  there  are 
seats  or  standing  room  inside  the  car,  as  they  ob 
struct  the  passage  of  those  who  wish  to  enter  or 
leave  the  car,  and  they  should  be  politely  asked  to 
take  seats  or  stand  inside  the  car.  The  signal  must 
be  given  to  stop  the  car  whenever  any  passenger 
makes  it  known  that  he  wishes  to  get  off,  notwith¬ 
standing  what  he  may  say  to  the  contrary.  The 
conductor  must  render  all  needful  assistance  to 
passengers  having  children  parcels,  etc.,  and  espe¬ 
cially  to  ladies  and  elderly  persons. 

26  The  conductor  of  an  open  car  must,  when 
necessary,  get  off  and  poini  out  seats  to  passengers 
who  may  desire  to  ride,  but  think  the  car  is 
crowded 

27  The  conductor  must  render  all  needful  as¬ 
sistance  to  the  driver  when  it  may  be  necessary  to 
hold  the  horses  or  detach  them  from  the  car 

28.  Befoi  e  giving  the  signal  to  start  on  either  half 
trip,  the  conductor  must  see  that  the  brake  chains  are 
properly  fastened  when  one  or  more  cars  are  taken 
on  or  dropped  off  from  a  train.  He  must  lengthen 
or  shorten  the  brake  chain  between  his  car  and  the 
car  ahead  as  the  case  may  require.  No  links  or 
brake  chains  must  be  coupled  or  uncoupled  while 


326 


STREET  RAILWAYS. 


the  train  is  in  motion,  but,  to  avoid  accident,  trains 
must  be  stopped  until  proper  connections  are  made. 

29.  The  conductor  must  not  apply  the  hand 
brake  in  passing  around  the  curves. 

30.  The  conductor  must  not  leave  his  car  without 
permission  to  converse  with  employes,  or  for  any 
purpose,  except  necessary  business,  such  as  remov¬ 
ing  obstructions  from  the  track.  Under  no  circum¬ 
stances  must  the  conductor  and  driver  be  away 
from  the  car  at  the  same  time,  except  when  proper¬ 
ly  relieved 

Special  for  Electric  Lines. 

31  If  a  car  is  new,  or  has  been  standing  with  the 
trolley  wheel  off  the  wire,  never  put  it  directly  on, 
but  just  touch  the  wire  with  the  side  of  the  wheel  ; 
if  there  is  any  flash  of  current,  other  than  a  small 
spark  due  to  the  lamps  being  on,  something  is 
wrong  Then  keep  the  trolley  wheel  off  ,  probably 
a  switch  has  been  left  on. 

32.  Never  run  the  car  with  the  trolley  wheel  in 
the  wrong  direction,  except  in  case  of  extreme  ne¬ 
cessity;  then  very  slowly,  the  conductor  having  the 
line  in  his  hand  and  watching  the  wheel. 

33.  A  sure  and  quick  way  to  stop  any  electrical 
trouble  on  a  car  is  to  pull  the  trolley  wheel  off  the 
wire,  but  to  be  careful  and  not  pull  it  off  at  a  time 
rvhen  the  driver  may  want  to  use  the  current  10  re 
verse. 

34.  In  the  square  box  above  and  to  one  side  of  the 
door  on  one  end  of  the  car,  or  on  the  outside,  just 
back  of  the  platform  under  the  car,  are  two  sets  of 
safety  plugs,  one  single,  the  other  double,  with  a 
lever  switch  between  them.  Should  the  single  plug 
blow,  turn  off  the  current,  leaving  the  trolley  wheel 
on  the  wire,  move  the  switch  lever  in  the  safety  box 
to  the  other  side.  Should  the  double  plug  blow, 
turn  off  the  current,  tie  down  the  trolley  pole  and 
wait  to  be  pushed  to  the  shop  by  the  next  car. 
Report  the  condition  of  the  car. 

35.  Report  at  once  the  slightest  irregularity  in 
running,  and  any  trouble  noted  with  the  overhead 
system.  Leave  some  responsible  person  in  charge 
to  guard  any  low  hanging  wire  till  men  arrive  to 
repair  the  same. 


36.  The  conductor  and  motor  man  should  be  able 
to  detect  the  slightest  “out”  about  a  car,  and  are 
requested  to  report  fully  and  ask  any  question. 

37.  Become  familiar  with  sounds  made  by  the  car. 
and  if  any  peculiar  sound  is  noticed,  use  every  effort 
to  find  its  cause  and  report  it. 

% 

38.  When  the  trolley  wheel  leaves  the  trolley  wire 
the  conductor  must  ring  three  bells  and  not  attempt 
to  put  the  trolley  wheel  on  the  wire  until  the  car  is 
stopped. 

39.  The  conductor  must  see  that  the  gate  straps 
are  closed,  except  the  outside  gate  of  the  rear  plat¬ 
form. 

COLLECTION  OF  FARES  AND  CHANGE. 

40.  When  it  is  time  to  collect  fares  after  leaving  a 
crossing  or  after  the  passengers  have  reached  their 
places  in  the  car.  the  conductor  must  commence  at 
the  forward  end  of  the  car,  and  fares  must  be  col¬ 
lected  in  tickets  or  cash  from  every  person  over 
three  years  of  age  except  city  police,  as  named  in 
the  free  list  below,  and  he  must  register  the  full 
number  of  fares  or  tickets  paid  by  each  passenger  in 
the  presence  of  the  person  who  hands  the  fare,  and 
before  collecting  from  another  passenger.  When 
change  is  to  be  returned,  the  fare  must  first  be  reg¬ 
istered.  The  conductor  must  not  be  engaged  in 
collecting  fares  at  street  crossings.  When  collect 
ing  fares  on  open  cars,  the  conductor  must  stanb 
on  the  right  hand  foot  board,  to  avoid  being  in¬ 
jured  by  passing  cars. 

41.  When  fare  is  tendered  for  more  than  one 
person,  there  should  be  a  distinct  understanding 
before  registering,  as  to  how  many  and  who  are  to 
to  be  paid  for.  Should  a  mistake  or  misunder¬ 
standing  occur  and  fares  be  registered  in  excess  of 
the  number  required,  it  must  be  rectified  by  giving 
back  to  such  person  the  necessary  amount  of  cash, 
and  not  by  omitting  to  register  fares  collected  from 
others.  When  making  returns  notify  the  receiving 
clerk  of  the  transaction  and  also  make  a  memoran¬ 
dum  report  stating  the  circumstances.  When  the 
conductor  is  uncertain  whether  a  passenger  has 
paid  fare  or  not,  and  the  passenger  insists  that  he 
has  paid,  such  passenger  must  not  be  removed  from 
the  car. 


DISCIPLINE  AND  RULES 


42.  Take  particular  notice  of  every  piece  of 
money  tendered  by  passengers,  as,  in  many  instan¬ 
ces,  trouble  and  disputes  can  thereby  be  avoided. 
If,  through  an  oversight,  short  change  is  given  or 
received,  a  coin  in  mistake  for  one  of  less  value, 
which  is  not  discovered  until  the  passenger  has  l£ft 
the  car,  the  difference  must  be  returned  to  the  office 
to  await  the  call  of  the  owner,  and  a  memorandum 
report  of  the  same  must  be  made. 

43.  Fares  for  children  between  three  and  twelve 
years,  three  cents;  all  others,  five  cents.  Three  cent 
fares  must  be  tallied  (with  punch  or  card).  Chil¬ 
dren  who  have  passed  the  prescribed  age  must  be 
charged  full  fare.  In  all  cases  of  doubt,  the  age  of 
the  child  must  be  asked  by  the  conductor. 

WHO  RIDE  FREE, 

44.  The  president,  general  manager,  secretary, 
treasurer,  superintendent,  chief  conductor  and  in¬ 
spector  of  the  company,  firemen  in  full  uniform, 
policemen  in  full  uniform,  and  they  must  be  re¬ 
ported  by  their  numbers;  conductors,  drivers  and 
employes  of  the  company  known  to  be  such,  wear¬ 
ing  a  badge,  the  number  and  kind  of  badge  to  be 
entered  on  the  trip  sheet,  specifying  the  half  trip. 

45.  All  others  must  pay  fare  in  cash,  tickets  or 
proper  transfer  slips. 

46.  Any  one  riding  on  his  badge  must  wear 
the  same  as  long  as  he  remains  on  the  car. 

47.  School  tickets  are  good  only  upon  school 
days,  and  then  only  between  the  hours  of  7:30  a.  m. 
and  6:30  p.  m. 

48.  Books  of  complimentary  tickets  must  bear 
the  names  of  the  persons  to  whom  they  are  issued, 
and  the  conductor  must  be  particular  to  see  that 
they  are  used  by  no  other  persons.  If  presented  by 
any  other  person  the  book  will  be  retained  and 
returned  to  the  office.  The  ticket  must  in  each  case 
be  detached  and  cancelled  and  accounted  for  in  the 
columns  of  free. 

49.  The  conductor  must  obey  the  driver’s  call  to 
collect  fare  from  passengers  on  the  front  piatform 
(grip  or  motor  car)  immediately,  and  pass  on  the 
outside  of  the  car  when  it  is  crowded. 

50.  The  conductor  must  count  the  number  of 
passengers  on  the  rear  platform  before  entering 


'jl* 7 

3  -  7 

the  car,  and  if  more  are  there  on  his  return  he 
must  collect  the  additional  fare  at  once. 

51.  The  conductor  must  account  for  the  number 
of  fares  indicated  on  the  register. 

52.  If  a  conductor  has  inadvertantly  failed  to 
comply  with  the  rule  for  registering  fares,  and  the 
fact  becomes  known  to  him  on  making  up  his  ac¬ 
count  by  his  having  cash  over  or  tickets  unpunched, 
he  must  in  such  case  register  for  them  in  the  pres¬ 
ence  of  the  receiving  clerk,  and  make  a  memoran¬ 
dum  report  of  the  same. 

PARCELS  AND  FREIGHT. 

53.  No  trunks,  chests,  lumber,  large  packages, 
baby  carriages,  explosive  materials,  or  other  articles 
of  a  bulky  nature  that  may  interfere  with  the  ac¬ 
commodation  of  passengers,  or  articles  which,  from 
their  odor  or  otherwise,  would  be  offensive  to  pas¬ 
sengers  must  be  allowed  on  the  cars.  Passengers 
must  hold  baskets  or  parcels  on  their  laps,  or  place 
them  on  the  floor  ;  or,  if  too  bulky,  they  may  be 
placed  on  the  front  platform  of  the  car,  where  they 
are  at  the  owner’s  risk.  No  track  brooms,  shovels, 
or  other  tools  must,  under  any  circumstances,  be  al¬ 
lowed  in  the  car  or  on  the  rear  platform.  Nothing 
must  be  allowed  to  be  hung  on  the  brake  handle. 

54.  Fares  for  trunks,  large  packages,  etc.,  must  be 
collected,  if  carried.  When  collecting  fares  for  bag¬ 
gage,  as  required  by  the  rules,  you  must  inform  the 
person  from  whom  the  collection  is  to  be  made,  how 
many  fares  are  required  before  accepting  any.  The 
amount  received  must  be  registered  the  same  as 
fares. 

55.  The  conductor  must  not  take  charge  of,  or 
become  responsible  for  any  basket,  letter,  package, 
or  article  of  any  kind  which  a  passenger  may  bring 
on  the  car,  except  those  designed  for  the  company. 

TRANSFERS. 

56.  In  issuing  transfer  slips  the  conductor  or 
transfer  agent  must  punch  the  hour  nearest  the  time 
the  transfer  is  made.  For  example:  For  a  transfer 
made  between  9:30  and  10:30,  punch  out  the  “  10,” 
which  makes  the  slip  good  until  11  o’clock,  from 
11:301012:30  punch  out  the  “  12,”  making  it  good 
until  1  o'clock  etc.  In  case  of  long  delays,  from 
blockades  (as  by  fire  hose  across  the  track)  or 


STREET  RAILWAYS. 


accidents,  the  conductor  so  delayed  must  make 
proper  allowance  for  lost  time,  and  honor  transfers 
that  may  have  expired  by  reason  of  their  being  late. 

57.  When  a  passenger  is  seen  to  leave  one  car 
and  take  another,  presenting  a  transfer  slip  in 
which  the  hour  has  expired  or  is  improperly 
punched,  and  such  passenger  insists  that  he  is 
entitled  to  ride  under  the  conditions  of  transfer,  the 
conductor  may  carry  the  passenger  without  extra 
fare,  provided  he  has  good  reason  to  believe  the 
conductor  of  the  first  car  or  the  transfer  agent  has 
made  a  mistake.  But  such  slip  must  be  promptly 
forwarded  to  the  superintendent  with  full  written 
report  of  the  whole  transaction  and  name  and  ad¬ 
dress  of  the  passenger.  Unused  slips  must  be  re¬ 
turned  to  the  receiver  the  same  day. 

58.  In  taking  up  transfer  slips  the  conductor 
must  use  great  care  to  see  that  they  bear  the  proper 
date,  and  that  the  limit  has  not  expired.  He  must 
not  accept  slips  at  other  points  than  those  specified 
in  the  transfer  slips  presented 

TREATMENT  OF  PASSENGERS. 

59.  Good  order  must  be  maintained  among  pas¬ 
sengers,  and  drunken  filthy  or  indecent  persons 
or  any  in  such  condition,  otherwise,  as  to  make 
themselves  offensive  to  others,  must  not  be  allowed 
to  ride.  Passengers  must  not  be  allowed  to  use 
any  profane  or  obscene  language. 

60.  No  persons  (children  or  others)  unable  to 
take  proper  care  of  themselves  must  be  allowed  to 
ride  on  the  open  sections  or  on  the  platform. 

61.  Peddlers  and  solicitors  (of  any  kind)  must 
not  be  allowed  to  ply  their  vocation  on  the  cars, 
neither  newsboys,  except  those  authorized  to  sell 
newspapers  on  the  cars;  in  which  case  they  must 
have  a  written  permit  or  wear  their  badge  conspic¬ 
uously  exposed,  unless  called  on  the  cars  by  the 
passengers,  and  who,  after  supplying  them,  must 
immediately  leave  the  car. 

62  Smoking  must  not  be  allowed  in  closed  cars, 
where  the  same  is  prohibited,  except  on  the  front 
platform  when  front  doors  and  windows  are  closed, 
and  in  open  cars  on  the  rear  three  seats  only  The 
conductor  must  politely  ask  smokers  to  take  the 
front  platform,  or  rear  seats,  and  if  they  will  not  do 


so,  must  stop  the  car  and  require  them  to  alight 
The  conductor  must  request  ladies  not  to  occupy 
the  seats  assigned  to  smokers,  as  long  as  there  are 
other  vacant  seats  in  the  car. 

63.  Dogs  (except  lap  dogs  which  must  be  held 
by  the  owner)  must  not  be  allowed  inside  the  closed 
car  or  on  the  platform.  They  may  be  carried  on 
the  rear  portion  of  the  grip  space,  however,  free  of 
charge,  when  they  can  be  placed  there  without 
inconvenience  to  passengers 

64.  Should  it  become  necessary  to  eject  a  pas¬ 
senger  from  the  car  for  any  cause,  the  car  must  be 
stopped  at  a  street  crossing,  if  possible.  Quietly 
but  firmly  request  the  passenger  to  leave  the  car, 
first  having  returned  the  fare,  if  paid,  In  case  of 
refusal,  summon  a  police  officer,  if  one  is  in  sight. 
If  the  officer  cannot  be  obtained,  expel  the  party, 
calling  upon  the  driver  for  aid,  and  using  no  more 
force  than  is  absolutely  necessary,  never  using  the 
foot  to  eject  or  prevent  the  person  from  getting  on 
again,  Take  names  and  addresses  of  reputable 
witnesses,  and  with  them  send  a  full  report  of  the 
case  to  the  superintendent 

65.  The  conductor  must  be  polite  and  courteous 
to  all  passengers  under  all  circumstances,  giving 
special  attention  to  ladies,  children  and  elderly 
persons  while  Lhey  are  getting  on  or  off  the  car. 
He  must  be  patient  and  answer  any  reasonable 
inquiry  in  reference  to  the  road  or  company,  and 
direct  strangers  and  others,  when  requested,  by  the 
nearest  and  safest  way  to  their  place  of  destination. 

66  The  conductor  must  not  allow  open  parasols 
or  umbrellas  on  open  cars,  as  they  interfere  with 
the  sight  of  the  driver  and  with  passengers. 

67  Caution  persons  not  to  get  off  until  the  car 
stops  and  to  beware  of  passing  vehicles. 

68.  Children  must  not  be  allowed  to  move  about 
the  open  section  of  the  car. 

69.  Children  must  not  be  allowed  to  take  hold 
of  the  car  to  run  with  or  beside  it. 

70.  The  conductor  must  notify  passengers  who 
have  their  arms  out  of  the  windows  that  it  is  dan¬ 
gerous,  and  the  company  will  not  be  responsible  for 
injuries  which  may  occur  to  them  while  in  that 
position. 


DISCIPLINE  AND  RULES. 


CARE  OF  CAR  AND  FURNITURE. 

71.  The  conductor  must  keep  the  car  thoroughly 
clean  and  tidy  at  all  times.  The  furniture  must  be 
kept  free  from  dust,  the  windows  clean,  and  the 
floor  free  from  papers  and  other  rubbish.  In 
muddy  or  snowy  weather,  especially,  the  platforms 
and  steps  must  be  frequently  swept.  Paper,  waste, 
rags,  etc.,  used  in  cleaning  must  be  kept  under  the 
seats  out  of  sight  in  a  proper  receptacle  and  no 
article  ever  deposited  between  the  cushion  and  the 
seat.  The  plated  work  must  be  kept  well  burnished 
and  wiped  dry  when  the  car  is  turned  in  at  night. 
Allow  no  one  to  stand  or  put  his  feet  on  or  climb 
over  the  seats  of  the  open  section,  and  see  that 
no  one  scratches  or  damages  the  interior  finish  of 
the  car.  The  reversible  seat  backs  of  open  cars  and 
the  revolving  signs  must  be  turned  over  carefully. 
The  gates  must  be  placed  in  position  before  reach¬ 
ing  the  terminus  of  the  route,  and  kept  in  perfect 
order.  The  front  door  is  to  be  kept  closed  in  cold 
or  dusty  weather  and  the  rear  door  as  much  as 
possible.  Special  care  must  be  taken  to  adjust  the 
ventilators  according  to  the  crowded  condition  of 
the  car  and  the  condition  of  the  weather,  and  the 
blinds  on  the  sunny  side  lifted  when  necessary  for 
the  comfort  of  passengers.  Curtains  on  open  cars 
must  be  kept  rolled  up  when  not  in  use,  and  not 
wrapped  around  the  posts. 

72.  Lamps  must  be  made  to  give  as  much 
light  as  possible,  but  not  permitted  to  smoke. 
Globes  and  chimneys  must  be  kept  clean  and 
no  leakage  allowed.  No  lamps  or  chimneys  must 
be  allowed  in  the  cars  during  the  day,  but  must 
be  left  in  the  lamp  room  until  needed.  Lamps 
must  not  be  lighted  until  placed  in  the  car,  and 
never  set  on  the  seats  or  stove.  Use  the  match 
lighter  for  igniting  matches  ;  never  strike  them 
on  the  wood  work. 

73.  The  lamp  doors  must  be  closed  and  securely 
fastened  in  order  to  prevent  the  lamps  from  falling 
out  and  thereby  causing  injury  to  passengers  or 
their  clothing.  When  lighting  the  lamps  at  night 
the  wick  must  be  kept  low  at  first  until  the  box 
gets  warmed  up,  when  the  wick  must  be  raised.  In 
case  lamps  are  required  in  the  morning,  they  must 


329 

be  lighted  before  leaving  the  car  house  and  return¬ 
ed  to  the  lamp  room  at  daylight. 

74.  The  conductor  will  be  held  responsible  for 
the  condition  of  the  stove  while  the  car  is  on  the 
road.  The  fire  in  the  stove  must  be  kept  burning 
and  in  good  condition,  according  to  the  weather. 
Only  sufficient  coal  must  be  used  to  make  a  good 
fire.  Good  judgment  must  be  exercised  in  this  re¬ 
spect,  and  before  turning  in  the  car  on  the  last 
trip  the  fire  must  be  dumped.  All  fire  and  the 
ashes  must  be  removed  from  the  stove  before  the 
car  is  put  away  for  the  night.  Ashes  are  not  to  be 
dumped  on  the  street,  but  are  to  be  put  in  recepta¬ 
cles  provided  for  the  same. 

75.  Registers  must  be  kept  bright  and  clean,  and 
should  a  register  be  lost  or  injured  by  carelessness, 
loss  or  inju-ry,  the  conductor  will  be  required  to 
pay  for  it.  When  relieved  from  duty  the  conduct¬ 
or  must  return  his  portable  register  to  the  receiver 
or  starter,  as  he  may  be  directed,  and  not  retain  it 
in  his  possession  when  off  duty.  On  no  account 
must  the  register  be  lent  to  other  parties,  or  al¬ 
lowed  to  go  out  of  the  conductor’s  possession  with¬ 
out  the  consent  of  the  proper  officer.  If  at  any 
time  the  register  does  not  work  perfectly,  the  fact 
must  be  reported  to  the  office  and  a  perfect  work¬ 
ing  register  procured  in  exchange. 

76.  The  car  is  not  to  be  jumped  from  the  track 
when  it  can  be  avoided  by  changing  cars  or  by 
running  back  to  a  near  turnout. 

77.  The  preservation  of  the  company’s  property 
is  the  special  duty  of  the  conductor,  and  he  is  to 
guard  it  from  all  unnecessary  injury. 

ADVERTISEMENTS. 

78.  Advertisements,  show  cards,  handbills  or 
dodgers  are  not  to  be  allowed  on  the  car  without  a 
written  permit  from  the  superintendent,  and  por¬ 
table  advertisements  must  be  taken  down  as  soon 
as  the  date  for  exhibiting  the  same  has  expired. 

SIGNALS. 

79.  One  tap  of  the  bell  given  by  the  conductor  is 
the  signal  to  stop,  two  quick  taps  to  start,  and  three 
taps  to  increase  speed  ;  on  open  cars  the  same  sig¬ 
nals  must  be  given  by  a  whistle.  The  driver  must 
give  one  tap  of  the  bell  for  each  passenger  getting 


33° 


STREET  RAILWAYS. 


on  the  front  platform  Three  quick  taps  bv  the 
driver  is  the  signal  for  the  conductor  to  set  the  rear 
brake  at  once  without  waiting  to  know  what  the 
bell  is  rung  for  as  life  may  depend  on  his  prompt¬ 
ness  The  signal  to  start  must  never  be  given  un¬ 
til  passengers  are  safely  on  or  off  the  car. 

80  When  a  lady  leaves  the  car  the  conductor 
must  see  that  her  dress  is  clear  of  the  car,  before 
giving  the  signal  to  start. 

81.  In  all  cases  before  starting  he  must  look  on 
the  opposite  side  to  see  if  any  person  is  getting  on. 

82.  The  signal  must  not  be  given  from  the  inside, 
unless  the  car  is  crowded  so  that  the  platform  can¬ 
not  be  easily  reached  in  which  case  the  conductor 
must  inquire  in  a  loud  voice;  “All  right?"  and 
wait  for  an  answer  from  some  person  at  the  door. 

83  When  two  cars  are  attached  for  running,  the 
signal  for  starting  must  be  given  by  the  conductor 
of  the  rear  car  first  and  promptly  repeated  by  the 
conductor  of  the  forward  car,  each  conductor  being 
careful  to  know  that  passengers  are  safely  on  and 
off  his  car. 

84  When  a  passenger  rings  the  bell  he  must  be 
requested  not  to  do  so,  in  order  to  prevent  confusion. 

SPEED  AND  HEADWAY. 

85,  No  car  must  be  driven  at  a  greater  speed 
than  five  (or  six)  miles  an  hour  on  W  E  E  and  A. 
Streets  nor  a  greater  speed  than  eight  miles  an 
hour  on  any  other  street  in  the  city 

86  The  conductor  must  keep  his  car  on  time  as 
nearly  as  possible  and  see  that  the  driver  properly 
performs  his  duties  that  he  walks  his  horses  around 
all  curves  over  all  switches  and  across  all  railroad 
tracks  which  intersect  the  route  of  the  railway 

87  The  conductor  must  not  permit  his  driver  to 
drive  nearer  than  eighty  feet  to  any  car  ,  and 
should  the  car  in  advance  be  loafing  or  loitering 
behind  time,  he  must  report  such  fact  at  once  to 
the  superintendent. 

88.  In  case  of  detention  on  the  route,  the  horses 
must  not  be  over  urged  to  make  up  for  lost  time. 
In  such  cases  the  headway  must  be  divided,  unless 
the  leading  car  in  a  blockade  is  overcrowded  when 
its  immediate  follower  may  be  driven  up  close  to  it. 


STOPPING. 

89.  No  stops  must  be  made  unless  to  avoid  ac¬ 
cidents.  except  at  the  street  crossings  and  points 
which  may  be  designated  by  a  sign  board,  and 
when  stopping  at  a  crossing,  it  must  always  be  done 
at  the  farther  side,  so  that  the  foot  way  is  not  block¬ 
ed.  The  car  must  not  be  stopped  on  bridges  or 
steep  up  grades  except  to  avoid  accidents. 

90.  Whenever  a  car  (or  train)  is  overloaded  or 
delayed,  and  followed  by  another  car  (or  train) 
within  a  block,  the  former  train  must  not  stop  to 
receive  passengers  until  there  is  more  room  on  it  or 
the  proper  distance  between  the  two  trains  has 
been  secured.  In  every  such  instance  do  not  fail  to 
politely  notify  persons  wishing  to  ride  to  take  the 
next  train. 

91.  The  conductor  must  stop  to  take  on  and  let 
off  passengers  in  front  of  all  the  churches  during 
hours  of  service,  and  at  prominent  hotels.  On  ap¬ 
proaching  crossings,  or  when  a  stop  has  to  be 
made,  before  crossing  a  street,  the  first  cross  walk 
must  be  left  clear  in  front  of  the  car. 

92.  When  a  car  is  delayed  from  any  cause, 
it  must  not  be  allowed  to  obstruct  a  street  crossing 
or  the  tracks  of  another  road.  Should  it  be  neces¬ 
sary  to  do  so,  get  help  and  run  the  car  forward  or 
backward,  as  may  be  more  practicable. 

CROSSINGS  AND  SWITCHES. 

93  At  street  crossings  the  conductor  must  look 
on  both  sides  to  see  whether  there  are  any  persons 
wishing  to  ride. 

94.  In  approaching  a  railway  crossing  at  grade 
the  car  must  be  stopped  at  least  twenty-five  feet 
from  the  crossing.  The  conductor  must  run  quickly 
ahead,  and  when  assured  that  there  is  no  danger 
from  approaching  trains,  he  must  signal  to  the 
driver  to  come  ahead.  This  signal  must  not  be 
given  until  the  conductor  has  reached  the  crossing. 
The  signal  to  start  must  be  given  and  received  by 
the  conductor  and  driver  of  each  respective  car  only. 

95.  When  two  or  more  cars  are  operated  in  one 
train,  and  the  conductor  of  the  forward  car  has 
gone  ahead  to  examine  the  railroad  crossing,  the 
conductor  of  the  second  car  must  go  to  his  own 


DISCIPLINE  AND  RULES. 


33i 


front  platform  and  see  that  no  passengers  are  get¬ 
ting  off  or  on  either  car  before  giving  the  signal  to 
the  driver  to  start,  and  the  driver  must  not  ad¬ 
vance  until  such  signal  is  given. 

96.  The  conductor  must  carefully  examine  the 
slot  at  railroad  crossings  to  make  sure  that  no  iron 
or  other  obstruction  is  in  the  slot,  before  signalling 
the  driver  to  advance. 

97.  The  conductor  must  turn  all  switches,  except 
when  directed  to  the  contrary  by  special  orders, 
and  he  will  be  held  responsible  for  the  condition  of 
the  switches,  if  not  right  when  he  signals  drivers. 
This  applies  to  all  switches  whether  operated  by 
switchmen  or  not.  Where  there  is  no  switchman, 
switch  tongues  must  be  left  ready  for  cars  and 
vehicles  following  on  straight  track.  Hang  the 
switch  hook  on  the  dash,  and  not  on  the  body  of 
the  car. 

98.  P.  Avenue  trains  moving  west  have  the  right 
of  way  at  the  intersection  of  P.  Avenue  and  S. 
Street. 

All  trains  on  S.  Street  and  P.  Avenue  lines  mov¬ 
ing  toward  the  intersection  must  come  to  a  full 
stop  100  ft.  on  S.  Street  line  and  150  ft.  on  P,  Ave¬ 
nue,  and  then  advance  on  signal  given  by  the  flag¬ 
man. 

Cars  going  south,  leaving  L.  Street  between  3:54 
and  6:34  p.  M.  inclusive,  and  after  9:30  p.  m.,  have 
the  right  of  way  on  I.  Avenue  ;  at  all  other  times 
cars  going  north  have  the  right  of  way. 

ACCIDENTS. 

99.  Every  precaution  must  be  taken  to  avoid 
accidents.  In  case  one  should  occur  the  car  must 
be  stopped  at  once  and  every  assistance  possible 
given  the  injured  person;  he  must  be  taken,  if 
necessary,  to  a  drug  store,  provided  one  is  near  by, 
or,  unless  objection  is  made,  a  conveyance  (ambul¬ 
ance  or  patrol  wagon)  must  be  secured  and  the 
injured  person  carried  to  a  hospital  or  to  his  home. 

100.  Ascertain  the  name  and  residence  of  the 
injured  party,  and  if  seriously  hurt,  telephone  at 
once  to  the  superintendent’s  office.  The  name  and 
residence  of  all  persons  witnessing  the  accident, 
other  than  employes  of  the  company  must  be  se¬ 
cured,  and  at  the  end  of  the  trip  a  statement  in 


full  of  the  occurrence,  with  the  names  and  ad¬ 
dresses  of  witnesses,  must  be  made  out  on  blanks 
(a  copy  of  which  every  conductor  must  have  in  his 
possession  at  all  times),  and  forward  at  once  to  the 
office  of  the  company  or  to  the  superintendent 

Always  have  with  you  a  pad  of  witness  slips,  and 
promptly  distribute  them,  giving  one  to  each  pas¬ 
senger.  Endeavor  to  have  the  slip  filled  out  by 
each  passenger  in  his  own  handwriting. 

iox.  No  information  must  be  given  to  anyone 
except  the  proper  official  of  the  company,  and  con¬ 
versation  about  it  with  others  is  strictly  forbidden 
The  conductor  must  not  visit  an  injured  person 
without  directions  so  to  do  from  the  superintendent. 

102.  The  rules  regarding  accidents  are  of  the 
utmost  importance,  and  every  accident,  no  matter 
how  trifling,  or  whether  it  be  an  injury  to  person 
or  beast,  damage  to  cars,  wagons,  or  property  of 
any  kind,  must  be  reported.  For  example  :  If  a 
person  falls  in  stepping  off  the  car,  even  when  the 
car  is  at  a  standstill,  and  the  accident  is  due  en¬ 
tirely  to  the  passenger’s  own  carelessness,  and  the 
passenger  insists  he  is  not  hurt,  the  fact  must  be 
reported  as  directed  above. 

103.  The  liability  to  accidents  on  an  open  car  is 
much  greater  than  on  a  box  car,  because  of  so 
many  places  of  entrance  and  exit,  and,  consequently, 
the  very  highest  degree  of  care  is  necessary  when 
running  an  open  car. 

104.  The  conductor  must  remain  on  the  plat¬ 
form  when  passing  any  public  school,  where  chil¬ 
dren  are  on  the  street,  and  must  in  no  instance 
make  any  motion  which  will  lead  a  child  or  other 
person,  jumping  on  the  car,  to  believe  he  intends 
to  kick  or  strike  such  intruder,  except  in  case  of  as¬ 
sault.  Children  must  not  be  allowed  to  jump  on 
and  off  the  car  while  the  car  is  in  motion,  or  ride 
by  hanging  to  the  rail  or  gate,  or  on  the  foot  board 
of  grip  or  open  cars. 

BLOCKADE. 

105.  In  case  of  a  serious  obstruction — as  by  the 
breaking  down  of  a  heavily  loaded  wagon  on  the 
track,  requiring  more  appliances  to  remove  the 
same  than  can  be  found  at  hand — if  possible,  tele¬ 
phone  at  once  or  send  a  messenger  to  the  superin- 


332 


STREET  RAILWAYS. 


tendent's  office,  that  men  and  appliances  (wrecking 
or  “hurry  up”  wagon)  may  be  dispatched  to  raise 
the  blockade. 

106.  When  it  happens  that  any  car  ahead  can 
proceed,  the  passengers,  if  they  request  it,  must  be 
transferred  without  argument  to  such  car,  giving 
to  the  conductor  the  number  and  pointing  out  any 
who  has  not  paid  his  fare.  Report  the  facts  and 
number  of  passengers  on  the  back  of  the  day  slip. 
In  case  of  detention  the  orders  of  the  time  keeper 
or  inspector  must  be  obeyed. 

107.  After  a  blockade,  forward  cars  must  not 
stop,  except  to  let  off  passengers,  until  the  usual 
space  between  the  following  trains  is  secured,  as 
follows: 

If  two  or  three  cars  (trains)  are  delayed,  the  two 
forward  ones  must  not  stop. 

If  four  or  five  cars  (trains)  are  delayed,  the  for¬ 
ward  three  must  not  stop. 

In  all  cases  politely  notify  persons  wishing  to 
ride  to  take  the  next  train.  All  above  the  numbers 
given  must  stop  to  take  on  passengers. 

The  above  rule  does  not  apply  to  blockades  oc¬ 
curring  at  any  starting  point. 

POLICE  ASSISTANCE. 

108.  In  case  the  driver  of  any  team  refuses  to 
pull  out  of  the  track,  where  it  is  possible  to  do  so, 
and  persists  in  driving  slowly  and  holding  the  car 
back,  call  upon  the  first  policeman  to  compel  such 
driver  to  turn  out.  Any  policeman  refusing  to  ren¬ 
der  assistance  of  this  kind,  or  to  assist  in  ejecting 
a  passenger,  must  be  reported  by  his  number  to  the 
superintendent’s  office. 

FIRE  DEPARTMENT. 

109.  In  case  of  fire,  the  right  of  way  must  be 
given  to  fire  engines,  hooks  and  ladders,  hose  carts, 
insurance  patrol  and  other  department  vehicles, 
and  when  they  are  approaching  from  any  direction 
the  car  must  be  stopped  until  they  have  passed. 
If  the  conductor  sees  them  first,  he  must  give  the 
necessary  signal  to  stop. 

LOST  ARTICLES. 

110.  At  the  end  of  each  full  trip,  the  conductor 
must  examine  his  car  for  lost  articles.  All  such 


articles  must  be  properly  labelled  with  the  name  of 
the  conductor,  the  number  of  the  car  and  the  time 
and  date  of  finding,  and  delivered  to  the  receiver. 
If  unclaimed,  such  articles  will  be  returned  to  the 
conductor  finding  them.  Passengers  inquiring  for 
lost  articles  must  be  referred  to  the  superintend¬ 
ent’s  office. 

in.  The  conductor  must  make  a  return  to  the 
receiver  of  any  lost  article  the  first  time  he  reaches 
the  office,  on  a  blank  which  will  be  furnished  by  the 
company.  The  return  must  contain  a  description  of 
the  article,  date,  number  of  the  car  and  the  name 
of  the  conductor,  route,  trip  and  time  of  day  when 
found. 

DAMAGES. 

1 1 2.  If  glass  is  broken  or  other  damage  is  done 
to  the  car  by  passengers,  collection  for  the  same 
must  be  made,  or,  if  it  is  accidental  and  the  person 
refuses  payment,  the  name  and  address  of  the  party 
must  be  obtained. 

1 13.  A  full  report  of  any  damage  to  the  car  or 
furniture,  from  whatever  cause,  must  be  made  on 
the  proper  blank  and  forwarded  to  the  office. 

1 14.  Damage  resulting  from  collision  of  cars  on 
switches,  curves  and  intersections  of  tracks  will 
not  be  excused,  as  by  ordinary  precaution  such 
accidents  would  be  avoided. 

DISABLED  CAR. 

1 15.  In  case  a  grip  or  motor  is  disabled  while 
drawing  a  car,  the  next  train  following  must  push 
it.  In  all  such  cases  the  driver  of  the  grip  which  is 
moving  the  train  must  not  start  till  he  receives 
two  bells  from  both  ends  of  the  train. 

,  116.  The  driver  of  a  disabled  grip  must  keep 

his  place  on  the  grip  car,  sounding  his  gong,  and, 
when  necessary  to  stop,  must  give  a  tap  of  the  bell 
(at  the  same  time  applying  brakes),  to  the  conduc¬ 
tor  next  behind  him,  who,  in  turn,  must  give  one 
tap  to  the  conductor  of  the  second  car  if  there  are 
two,  and  so  on  until  it  reaches  the  driver  of  the 
pushing  grip.  In  all  such  cases  special  care  must 
be  taken  and  no  risks  incurred. 

1 1 7.  In  case  a  car  is  disabled  and  withdrawn 
from  the  track,  the  passengers  must  be  transferred 
to  the  following  car,  and  the  number  of  passengers 


DISCIPLINE  AND  RULES. 


333 


and  the  number  of  the  car  to  which  they  are  trans¬ 
ferred  must  be  noted  on  the  back  of  the  trip  slip. 
The  conductor  must  remain  with  the  disabled  car 
until  relieved. 

TIME. 

1 18.  Each  conductor  must  carry  a  reliable  watch 
which  must  be  kept  exact  with  the  office. 

1 19.  The  clock  at  the  superintendent’s  office  in¬ 
dicates  the  standard  time  of  the  road,  and  the  con¬ 
ductor  must  be  sure,  by  frequent  comparison,  that 
his  watch  is  exact  with  it.  The  time  table  must  be 
consulted  each  trip,  as  various  changes  of  headway 
occur  during  the  day,  and  mistakes  must  be 
avoided. 

X2o.  The  conductor  must  be  particular  in  mak¬ 
ing  “  time  points,”  as  laid  down  on  the  time  card. 
The  car  must  start  punctually  from  the  stand,  and 
the  conductor  must  assist  the  driver  to  keep  on  time 
by  giving  the  signals  as  promptly  as  is  consistent 
with  the  safety  of  passengers.  As  the  conductor  is 
responsible  for  the  time  of  his  car,  he  should  report 
any  driver  who  does  not  start  promptly  on  receiv¬ 
ing  the  signal. 

121.  The  conductor  must  take  his  position  at 
least  one  minute  before  leaving  time,  and  start 
promptly  on  time. 

TRACKS. 

122.  The  conductor  must  report  any  defect  in 
the  road,  cars,  or  horses,  or  any  excavation  at  the 
side  of  the  track,  to  the  superintendent  or  at  the  re¬ 
ceiver’s,  office  on  a  blank  supplied  for  the  purpose. 

TRIP  REPORTS. 

123.  The  conductor  will  be  furnished  with  a  day 
blank  slip  which  he  must  deposit  in  the  receiver’s 
office  after  finishing  the  last  trip  daily,  on  which 
must  be  written  the  time  of  leaving  each  end  of  the 
route,  the  driver’s  name  and  badge  number,  number 
of  passengers  carried,  amount  of  fares  collected 
and  the  number  of  tickets  taken  on  each  half  trip. 
The  conductor’s  badge  number,  the  number  of  the 
car  and  the  condition  of  the  register  on  taking  and 
leaving  the  car  must  also  be  entered.  The  day  slip 
must  be  distinctly  dated,  signed  and  the  several 
columns  correctly  footed.  All  the  transfers  and 
passes  are  to  be  put  into  a  separate  envelope  which 


must  be  marked  with  the  run  number,  the  name  of 
the  conductor  and  the  badge  number,  and  also  the 
number  of  each  kind  of  transfers  and  passes,  and  the 
same  deposited  in  the  letter  box,  or  handed  to  the 
receiver.  A  separate  report  on  the  president’s  slip 
is  also  to  be  made  and  deposited  in  the  letter  box, 
and  the  amount  of  cash  fares  collected,  with  the 
driver’s  name,  the  badge  number  and  number  of 
trips  the  driver  makes  marked  on  the  back.  This 
slip  will  be  used  to  make  up  the  pay  rolls,  and  the 
conductor  will  have  to  make  good  to  the  driver  all 
errors  caused  by  incorrectness  of  this  slip. 

124.  Should  the  conductor,  for  any  cause  what¬ 
ever,  change  his  car  after  commencing  his  day's 
work,  he  must  note  the  new  number  on  the  margin 
of  his  card,  opposite  the  half  trip  on  which  the 
change  occurred. 

125.  The  conductor  must  not  show  his  trip  card 
or  give  any  information  in  regard  to  his  receipts, 
except  to  authorized  persons. 

RESIGNATION. 

126.  A  conductor  wishing  to  leave  the  service 
of  the  company  must  give  notice  to  the  superin¬ 
tendent,  at  least  three  days  in  advance,  and  must 
bring  in  buttons,  badge  and  other  returnable  prop¬ 
erty,  when  settling. 

PENALTIES. 

127.  For  any  violation  of  these  rules  or  other 
neglect  of  duty,  a  conductor  may,  in  the  discretion 
of  the  superintendent,  be  suspended  or  discharged 
and  will  be  held  responsible  for  any  loss  or  damage 
caused  thereby. 

BONDS. 

128.  The  conductor  will  be  required  to  furnish 
bonds  for  the  faithful  performance  of  his  duties, 
in  the  sum  of  $500,  with  such  sureties  as  may  be 
determined  by  the  superintendent.  No  order  on 
the  company,  or  assignment  of  pay  will  be  recog¬ 
nized. 

DISCRETION. 

129.  In  all  matters  not  fully  covered  by  these 
rules  the  conductor  is  expected  to  use  judgment 
and  discretion  in  dealing  with  passengers,  and  any 
others  with  whom  his  duties  call  him  to  deal. 


334 


STREET  RAILWAYS. 


RULES  FOR  DRIVERS. 

APPOINTMENT. 

Rule  i.  A  driver,  when  first  appointed,  is  to 
serve  as  “  extra  ”  in  turn,  according  to  time  of  ap¬ 
pointment. 

2.  When  a  regular  driver  is  late,  resigns  or  is 
discharged,  extra  No.  i  is  entitled  to  the  car,  and 
the  remaining  extras  will  be  promoted  in  regular 
order.  An  extra  not  assigned  to  duty  must  report 
to  the  starter  ten  minutes  before  the  time  of  the 
first  run,  ready  for  duty,  and  remain  until  all  runs 
are  called,  and  at  all  changes  during  the  day,  in¬ 
cluding  the  time  of  running  out  extra  cars. 

REPORTING  FOR  DUTY. 

3.  A  regular  must  report  for  duty  at  least  ten 
minutes  before  the  starting  time  of  the  first  car  ; 
and  such  as  are  not  assigned  to  duty  must  report 
at  all  times  during  the  day  when  cars  are  to  be 
sent  out.  An  extra  failing  to  report  promptly  will 
be  liable  to  lose  his  place  (in  order  of  seniority)  on 
the  list.  Anyone  detailed  for  emergency  duty 
must  remain  at  the  car  house  during  the  time  for 
which  he  is  so  detailed,  and  be  ready  to  respond 
immediately,  if  called  upon. 

4.  A  regular  or  extra  on  reporting  for  duty 
must  immediately  enter  his  name  on  the  register 
provided  for  that  purpose,  and  then  consult  the 
bulletin  board,  that  he  may  have  a  thorough 
knowledge  of  all  orders  and  notices  issued. 

BADGE  AND  UNIFORM. 

5.  See  rules  11-12  for  conductors. 

6.  When  on  duty  a  driver  must  preserve  a  neat 
and  clean  appearance  and  must  always  wear  the 
regulation  uniform  complete,  consisting  of  a  blue 
suit,  with  brass  buttons  on  coat  and  vest,  bearing 
the  initials  of  the  company,  and  the  customary  cap 
and  badge  No  driver  will  be  allowed  to  go  to 
work  unless  he  is  fully  equipped  with  the  above 
regulation  uniform. 

7.  Brass  buttons  for  uniform  will  be  furnished 
drivers  by  their  division  superintendent.  These 
buttons  will  remain  the  property  of  the  company, 
and  must  be  surrendered  whenever  a  driver  leaves 
the  service  of  the  company. 


SIGNALS. 

8.  One  tap  of  the  bell  by  the  conductor  is  a  sig¬ 
nal  to  stop  ;  two  taps  to  start.  Four  taps  of  the 
bell  from  the  conductor  is  a  signal  to  the  driver 
not  to  stop  to  pick  up  passengers.  Two  quick  taps 
by  the  driver  is  a  call  for  the  conductor’s  aid. 
Three  quick  taps  by  the  driver  is  a  signal  for  the 
conductor  to  set  the  rear  brake  at  once. 

DEPORTMENT. 

9.  The  driver  must  hold  himself  in  readiness  at 
all  times  to  answer  the  calls  and  obey  the  orders 
of  the  conductor  and  those  in  authority.  He  must 
treat  them  with  respect,  and  in  his  demeanor  to  his 
associates  of  the  company  be  cautious  and  consid¬ 
erate,  guarding  himself  against  envy,  jealousy  or 
other  unfriendly  feelings,  and  refrain  from  all  com¬ 
munications  to  their  discredit,  except  to  those  in 
authority,  whom  it  is  his  duty  to  inform  of  every 
neglect  or  disobedience  of  orders  that  may  come 
to  his  knowledge,  reporting  to  each  such  matters 
as  properly  come  within  their  control.  He  shall  con¬ 
form  to  the  rules  of  the  company,  observe  the  city 
ordinances,  and  render  his  services  to  the  company 
with  zeal,  discretion  and  fidelity. 

10.  See  Rules  13-16  for  conductors. 

PERSONAL  HABITS. 

11.  See  Rules  17-19  for  conductors. 

12.  A  driver  must  not  spit  tobacco  juice  so  that 
the  wind  will  carry  it  on  to  the  passengers. 

DUTIES  AND  POSITION. 

13.  The  driver  must  get  the  horses  in  the  morn¬ 
ing  from  the  foreman  or  his  assistant,  and  assist  in 
taking  the  car  from  the  car  shed. 

14.  The  car  and  driver  are  in  charge  of  the  con¬ 
ductor,  whose  orders  the  driver  must  promptly 
obey  as  long  as  they  do  not  conflict  with  the 
rules. 

15.  He  must  ascertain  that  the  conductor  is  on 
the  rear  of  the  car  before  starting. 

16.  He  must  start  the  horses,  upon  the  bell  sig¬ 
nal,  slowly  and  with  caution,  being  careful  not  to 
start  abruptly. 

17.  After  making  a  full  stop  he  must  not  release 


DISCIPLINE  AND  RULES. 


335 


the  brake,  or  allow  the  car  to  move,  until  the  proper 
starting  signal  has  been  given. 

18.  Horses  must  be  driven  at  a  steady  gait  and 
with  a  taut  rein,  the  driver  keeping  the  right  hand 
upon  the  brake  handle  at  all  times,  and  having  con¬ 
stant  control  over  horses  and  car.  The  horses  must 
be  stopped  with  the  reins  and  not  with  the  brakes. 
Horses  must  be  started  slowly  and  not  allowed  to 
trot  until  the  car  has  moved  at  least  twenty  feet; 
and,  unless  in  case  of  danger,  the  car  must  not  be 
stopped  in  less  than  twenty  feet. 

19.  He  must  not  sit  down  on  the  front  seat  of 
an  open  car  or  lounge  against  the  front  door  or 
body  of  a  closed  car,  when  it  is  in  motion.  He  must 
be  on  the  alert  constantly. 

20.  He  must  not  bring  his  car  “abreast”  of 
another  car  while  receiving,  delivering  or  transfer¬ 
ring  passengers. 

21.  He  must  assist  in  making  the  changes  of 
stock  and  must  water  the  horses  en  route  and  at  the 
end  of  each  terminus,  being  careful  not  to  throw 
and  spill  water  unnecessarily.  Whenever  horses  are 
watered  on  the  road  they  must  not  be  permitted 
to  drink  more  than  one-third  of  a  pailful.  More  is 
dangerous,  always  does  more  harm  than  good,  and 
often  produces  colic. 

22.  He  must  notify  passengers  that  it  is  a  viola¬ 
tion  of  the  rule  of  the  company  for  them  to  enter 
or  leave  the  car  by  the  front  platform,  but  he  must 
bring  the  car  to  a  full  stop  should  any  person  at¬ 
tempt  to  do  so. 

23.  He  must  know  that  all  fares  are  collected 
from  the  front,  and  report  to  the  superintendent 
any  conductor  who  fails  to  promptly  answer  the 
signal  for  the  collection  of  fares,  or  to  assist  him 
when  it  is  his  duty  to  do  so. 

24.  In  case  of  refusal  by  a  passenger  to  pay  a 
fare,  drunken  or  disorderly  conduct  on  a  car,  he 
will  render  the  conductor  all  the  assistance  in  his 
power. 

25.  He  will  call  upon  the  conductor  when  it  may 
be  necessary  to  take  the  horses  by  the  head,  to 
hold  them  or  detach  them  from  the  car. 

.  26.  The  driver  must  avoid  all  unnecessary  con¬ 
versation  with  passengers  or  others,  as  his  duties 


require  his  whole  attention.  He  must  be  civil  to 
passengers,  teamsters  and  all  other  persons,  and  be 
polite  and  courteous  under  all  circumstances.  See 
rules  13-16  for  conductors. 

27.  In  all  places  where  the  street  is  dug  open  for 
paving  or  other  purposes,  so  as  to  endanger  the 
horses,  they  must  be  detached,  but  they  should  not 
be  detached  from  the  car  when  it  is  in  motion  un¬ 
less  the  conductor  is  at  the  brake  in  front. 

28.  To  guard  against  accidents  the  driver  is 
not  allowed  to  sit  inside  the  car,  or  on  the  dash  rail 
while  the  car  is  in  motion. 

29.  Should  he  have  a  baulky  horse  the  driver 
must  not  use  the  whip,  but  detach  the  team,  walk 
them  around  the  car  once,  and  then  hitch  them  to 
the  car  again.  In  most  cases  they  start  under  this 
treatment.  The  way  to  manage  a  baulky  horse  is 
by  kindness. 

30.  The  moment  any  person,  wagon  or  other 
obstacle  is  seen  on  the  track,  the  car  and  horses 
must  be  brought  under  perfect  control.  No  risk 
must  be  taken  in  so  important  a  matter. 

31.  In  the  absence  of  the  conductor,  the  driver  is 
responsible  for  the  car  and  its  management,  and 
must  indicate  to  the  conductor  the  passengers  who 
enter  the  car  while  the  conductor  is  absent  ex¬ 
amining  railroad  crossings,  etc. 

32.  The  driver  must  either  get  down  from  his 
car  and  remove  all  stones,  nails  and  other  things 
injurious  to  horses  or  cars  from  the  track,  or  call 
the  conductor  to  do  it. 

33.  The  driver  is  not  expected  or  required  to 
drive  a  lame  or  disabled  horse. 

34.  No  driver  is  allowed  to  exchange  positions 
with  any  other  driver  on  the  line. 

35.  Whenever  the  track  is  icy,  and  in  the  judg¬ 
ment  of  the  driver  the  car  will  slide,  the  horses  must 
be  detached  at  top  of  grades  unless  driven  to  a  pole. 

36.  On  the  Sabbath  the  bells  on  the  horses  must 
be  muffled,  and  the  speed  reduced  to  a  moderate 
pace  when  passing  churches  or  their  immediate 
vicinity. 

37.  No  person  must  be  permitted  to  substitute 
for  a  driver  upon  any  part  of  the  route, unless  special 
permission  is  first  obtained  from  the  foreman  or 


STREET  RAILWAYS. 


starter.  Should  necessity  require  a  driver  to  leave 
a  car  upon  any  part  of  the  route,  the  horses  must 
be  left  in  charge  of  the  conductor  or  a  regular 
driver. 

38.  Whipping  horses  is  strictly  forbidden.  No 
whip  shall  be  carried  without  special  permission. 

Special  for  Grip  Drivers. 

39.  The  grip  driver  must  never  start  the  train 
(car)  until  receiving  the  signal  from  the  conductor, 
and  not  then  until  he  is  sure  no  passengers  are 
getting  on  or  off  the  train. 

40.  The  driver  must  only  start  the  train  on  bell 
taps  or  whistle,  and  never  on  the  conductor  shouting 
“all  right”  or  “go  ahead.”  He  must  be  careful  to 
apply  the  grip  gradually  and  not  start  the  train 
with  a  jerk. 

41.  The  driver  must  not  be  seated  while  the  car 
is  in  motion,  or  lean  against  the  seats  or  levers.  He 
must  keep  his  position  near  the  levers,  ready  to 
release  the  grip  and  apply  the  brakes  instantly. 
When  on  the  stand,  or  if  the  car  is  detained  on  the 
road,  the  grip  must  be  thrown  wide  open,  and  both 
brakes  set  firm. 

42.  The  driver  must  not  permit  any  person,  not 
authorized  by  the  superintendent  or  proper  officer 
of  the  company,  to  handle  the  levers  or  to  ride 
within  the  space  provided  to  work  them. 

43.  The  driver  must  call  out,  in  a  loud  and  dis¬ 
tinct  voice,  the  names  of  all  cross  streets  on  ap¬ 
proaching  them,  and  observe  if  any  passengers  wish 
to  get  off. 

44.  The  grip  must  be  applied  gradually  and 
firmly,  to  avoid  starting  the  car  with  a  jerk  After 
full  speed  is  attained,  release  a  little,  so  as  to  equal¬ 
ize  the  speed  of  the  rope  and  car,  then  take  a  firm 
hold  of  the  rope  again. 

45.  Whenever  it  is  necessary  to  release,  throw 
the  lever  well  back,  so  as  to  open  the  grip  and  not 
wear  the  cable. 

46.  On  the  down  grades,  hold  on  to  the  cable 
firmly.  Never  skin  the  rope. 

47.  When  running  under  four  bells,  always  notify 
persons  who  hail  the  car  to  take  the  following  car. 

48.  Take  no  risk  in  running  over  vaults.  Be  sure 
and  release  at  the  marker  and  hold  the  lever  down. 


49.  When  oilers  are  discovered  at  work  with  a 
manhole  open,  the  driver  must  bring  the  car  to  a 
full  stop  and  wait  for  a  signal  from  the  man  on 
guard  before  proceeding.  Oilers  are  instructed 
not  to  give  such  signal  in  any  case,  until  the  car 
has  come  to  a  stop. 

50.  The  driver  must  keep  a  sharp  lookout  for 
passengers  and  stop  the  train  at  proper  places  to  re¬ 
ceive  them,  looking  in  each  direction  before  starting. 

51.  Trains  must  stop  to  receive  and  discharge 
passengers  at  farther  crossings  of  streets  intersect¬ 
ing,  in  the  middle  of  long  blocks  where  the  sign  is 
placed,  in  front  of  all  places  of  amusement  and 
prominent  hotels. 

52.  The  driver  must  promptly  notify  the  con¬ 
ductor  of  passengers  getting  on  the  grip  car  or  on 
the  front  platform  of  the  car  by  one  tap  of  the 
conductor’s  bell  for  each  person,  and,  if  necessary, 
must  indicate  to  the  conductor  the  said  passengers. 

53.  Except  in  case  of  emergency,  the  brakes 
must  not  be  applied  violently,  as  brake  chains  are 
liable  to  give  way.  The  grip  and  brake  must  not 
be  set  at  the  same  time  ;  be  sure  one  is  released 
before  the  other  is  applied. 

54.  The  gong  must  be  sounded  vigorously  on 
approaching  all  street  crossings,  also  fifty  feet  be¬ 
fore  meeting  a  car  on  the  other  track,  and  while 
passing  it. 

55.  The  gong  must  also  be  used  to  warn  drivers 
of  vehicles  off  the  track. 

56.  In  case  persons  approaching  the  crossings 
or  on  the  track  do  not  seem  to  hear  the  gong,  the 
car  must  be  brought  under  control  to  avoid  danger. 
Regard  every  person  near  the  track  as  deaf  or 
blind.  In  other  words  be  eyes  and  ears  for  other 
people. 

57.  The  driver  must  keep  scrapers  down  when¬ 
ever  there  is  any  ice,  snow  or  dirt  on  the  rails,  ex¬ 
cept  while  passing  over  cross  tracks  or  switches. 
Should  any  scraper  at  any  time  get  out  of  order, 
the  fact  must  be  immediately  reported  to  the  barn 
foreman. 

58.  When  approaching  the  place  where  the  cable 
is  to  be  dropped,  grip  drivers  must  cause  the  train 
to  move  with  only  sufficient  speed  to  make  pick- 


DISCIPLINE  AND  RULES. 


337 


ups  and  must  have  the  train  under  complete  con¬ 
trol,  so  that  if  the  cable  should  not  be  free  from 
the  grip  it  can  be  stopped  immediately.  While  the 
train  is  on  the  pick-up,  the  following  train  must 
remain  far  enough  from  the  throw-off  point  to  ob¬ 
tain  momentum  to  make  the  pick-up.  The  cable 
must  be  dropped  only  at  points  designated  by  the 
sign  “  Drop  cable  here.”  Dropping  the  cable  before 
reaching  the  sign  injures  the  cable. 

59.  In  passing  from  one  cable  to  another,  trains 
must  pass  over  pick-ups  at  slow  speed,  and  before 
taking  hold  of  the  auxiliary  cable,  the  train  must  be 
brought  almost  to  a  stop.  The  grip  driver  must 
be  careful  when  passing  over  pick-ups  to  move  the 
train  slowly  until  the  last  car  has  passed  the  curve 
in  the  track,  to  avoid  jerking  the  car  sidewTays. 

60.  If  the  grip  misses  the  cable,  examine  the 
grip,  and  if  it  is  in  good  order,  put  the  cable  in  with 
hooks.  Never  pull  the  grip  car  back  or  forward 
attempting  to  catch  the  cable.  If  the  grip  is  out 
of  order,  take  it  out  at  the  grip  trap  and  have  the 
train  pushed  in  by  the  next  train.  Never  allow  a 
broken  grip  to  pass  a  let-go  sheave. 

61.  When  the  cable  is  thrown  into  the  grip  with 
hooks,  the  grip  must  be  examined  at  the  first  man¬ 
hole.  The  driver  must  know  positively  that  the 
cable  is  on  the  right  side  of  the  grip. 

62.  Whenever  the  cable  stops  running,  the  driver 
must  immediately  loosen  the  hold  on  the  cable,  and 
in  no  case  take  hold  again  until  the  cable  is  well  in 
motion. 

63.  In  case  the  cable  is  moved  backward,  the 
driver  must  open  the  grip  and  allow  the  cable  to 
pass  through,  but  not  throw  it  out  or  take  hold 
again  until  the  cable  has  attained  regular  speed  in 
the  forward  motion. 

64.  When  approaching  the  track  on  which  em¬ 
ployes  are  at  work,  the  driver  must  sound  the  gong, 
have  the  train  under  perfect  control,  and  keep  a 
sharp  lookout. 

65  Special  care  must  be  taken  in  the  case  of 
employes  in  or  about  manholes. 

66.  The  grip  driver  must  be  thoroughly  familiar 
with  the  construction  and  operation  of  the  grip  and 
brakes. 


Special  for  Motor  Drivers. 

67.  When  cars  are  standing  in  the  house,  the 
motor  should  be  cut  out  of  the  safety  switch. 

68.  When  examining  the  motor  with  the  trap 
door  open  and  the  car  in  motion,  face  the  rear  of  the 
car  to  avoid  being  thrown  upon  the  motor  should 
the  car  suddenly  stop  Be  careful  when  bending 
over  motors,  that  nothing  slips  from  the  pockets 
into  the  machine,  and  that  no  water  drips  from  off 
your  hat  or  clothes. 

69.  Do  not  allow  any  metal — for  example,  an  oil 
can — to  touch  the  brass  screws  on  the  motor  boards 
unless  the  trolley  wheel  is  off,  or  your  person  touches 
nothing  but  dry  wood. 

70.  If  the  trolley  wheel  comes  off,  the  car  will 
suddenly  let  up  and  at  night  the  lights  will  go  out. 
Stop  the  car  immediately. 

71.  Cross  railroads  and  all  frogs  and  switches 
at  the  speed  of  a  horse  walk.  Remember  there  is 
a  switch  in  the  trolley  wire,  and  wait  until  the  trol¬ 
ley  wheel  has  passed  the  same  and  you  have  the 
signal  from  the  conductor  before  turning  on  the 
current.  Do  not  pass  other  cars  on  curves;  the  car 
on  the  inside  has  the  right  of  way. 

72.  In  case  a  motor  flashes,  has  a  burning  smell 
about  it,  or  in  any  way  goes  wrong,  it  can  be  cut 
out  with  a  key  hanging  in  the  car.  Insert  the  key  in 
the  socket  with  the  pointer  up,  and  turn  the  pointer 
around  one  quarter  of  a  circle  towards  the  good 
motor.  Never  attempt  to  turn  this  cut-out  switch 
unless  the  car  switch  is  off. 

73.  Do  not  run  over  any  stick,  stones,  spikes  or 
wire  that  is  liable  to  get  caught  or  knocked  up 
against  the  motors.  Stop  the  motor  and  let  the 
conductor  pick  up  the  obstruction  and  bring  it 
home  on  the  car. 

74.  In  case  of  a  thunder  and  lightning  storm, 
the  motor  driver  must  not  get  excited,  for  there  is 
absolutely  no  danger.  If  the  motors  are  materially 
damaged  by  lightning,  the  car  will  run  unsteadily 
or  stop  suddenly,  accompanied  by  a  burning  smell, 
or,  perhaps,  some  little  noise.  If  it  can  be  deter¬ 
mined  at  once  which  motor  it  is,  pull  the  trolley 
wheel  off,  then  cut  that  motor  out.  If  not,  pull  the 
trolley  wheel  off  and  tie  it  down,  and  get  pushed 


338 


STREET  RAILWAYS. 


to  the  shop.  Turn  on  the  lamp  circuit  during 
a  thunder  storm. 

75.  Never  dally  in  the  movement  of  the  switch 
handle.  Move  on  slowly,  but  strongly  and  confi¬ 
dently,  from  step  to  step,  allowing  the  car  to  gather 
headway  and  respond  to  each  step.  In  case  the 
switch  turns  hard,  move  the  pointer  to  the  notch  by 
a  succession  of  slight  taps;  this  will  prevent  you  from 
shooting  over  the  notch.  In  case  you  do  run  over 
the  notch  one  third,  move  on  to  the  next  notch.  In 
throwing  off,  skip  the  fourth  notch.  In  case  (in  throw¬ 
ing  off)  you  run  over  one  third  of  a  space,  go  back 
to  the  last  one  passed.  The  best  notches  in  throwing 
off  are  from  five  to  three,  and  from  three  “  off.” 

76.  Throw  the  pointer  from  the  first  notch  to 
“  off  ”  with  a  snap.  Do  not  throw  the  pointer  off 
too  soon  after  starting  ;  allow  the  motors  to  gain  a 
little  headway,  say,  five  to  eight  feet. 

77.  If  you  leave  the  switch  for  a  moment  take 
the  handle  with  you;  otherwise  leave  it  on  the  seat 
of  the  car. 

78.  Never  throw  the  switch  on  the  fifth  notch  if 
the  car  does  not  start  on  the  preceding  ones. 

79.  Never  run  the  car  faster  than  one  pole  in 
from  five  to  six  seconds  under  any  circumstances. 

80.  Never  apply  the  brake  when  the  switch  is 
turned  on. 

81.  Familiarize  yourself  with  the  sounds  made 
by  the  car,  and  if  any  peculiar  sound  is  noticed  use 
every  effort  to  find  its  cause  and  report  it. 

82.  The  motor  driver,  upon  approaching  a 
rough  piece  of  track,  crossing,  switch,  curve  or 
broken  insulator,  must  call  the  conductor’s  atten¬ 
tion  by  the  ringing  of  two  bells,  to  which  he  will 
respond  in  a  like  manner  at  once  and  watch  the 
trolley  wheel. 

83.  The  driver  and  the  conductor  must  see  that 
the  gate  straps  are  closed,  except  the  outside  gate 
of  the  rear  platform. 

84.  Whenever  it  is  necessary  to  go  beyond  the 
fourth  notch  to  make  the  time,  pass  slowly  to  the 
seventh,  never  stopping  on  the  fifth  or  sixth,  and 
always  use  the  seventh  notch  on  grades.  Of  the 
lower  notches,  the  third  should  be  used  in  prefer¬ 
ence  to  the  first,  second  or  fourth. 


85.  The  driver  must  shut  off  the  current  when 
the  trolley  is  passing  the  trolley  brake. 

86.  The  driver  must  be  careful  in  the  use  of 
sand  on  the  track,  as  too  much  will  prevent  ground 
connection.  A  small  amount  will  prevent  the 
wheel  from  slipping. 

87.  Never,  under  any  circumstances,  run  down 
grade  with  the  current  on. 

88.  Always  have  the  trolley  in  contact  with  the 
line  when  the  car  is  going  down  grade,  for  the 
brake  might  fail,  and  it  might  be  necessary  to  re¬ 
verse. 

89.  Prepare  for  heavy  grades  by  throwing  the 
switch  on  to  the  fifth  and  last  notch  when  the  car 
is  going  its  fastest  at  the  foot  of  the  grade.  Dur¬ 
ing  wet  weather,  however,  if  the  car  wheels  slip 
while  on  the  grade,  work  the  switch  back  to  the 
fourth  point,  or  even  work  it  back  to  the  first  point 
and  “off”  point  until  the  wheels  get  a  grip,  then 
work  up  gradually  to  the  seventh  notch.  Do  not 
stop  on  grades  where  the  car  will  not  easily  start 
again,  and  in  no  case  upon  curves,  except  to  avoid 
accidents. 

90.  Always  move  the  switch  handle  in  the  same 
direction  as  the  hands  of  a  watch,  and  never  in  the 
opposite,  except  when  it  is  necessary  to  reverse  the 
motors. 

91.  When  starting  the  car,  throw  the  switch 
handle  from  “  off  ”  to  the  first  notch,  pause,  and  then 
move  to  the  second,  etc.  Do  not  throw  it  suddenly 
from  “  off  ”  to  second. 

92.  If  there  is  no  evidence  of  current,  notice  the 
other  cars  ;  if  they  are  all  right  the  trouble  is  in 
your  car.  Examine  the  brushes  to  see  that  they  are 
not  broken  and  that  they  make  good  contact.  In 
case  the  car  is  on  a  dirty  rail,  take  a  piece  of  insu¬ 
lated  wire  and  make  a  good  connection  between 
the  wheel  and  the  rail.  The  rail  may  be“dead;” 
so  in  this  case  make  some  connection  between  the 
wheel  and  the  next  nearest  rail.  Be  careful  to 
break  contact  with  the  wheel  first,  otherwise  a 
shock  will  be  received.  Work  both  switches,  and 
if  one  works,  the  trouble  is  probably  due  to  poor 
contact  in  the  other.  If  neither  switch  works,  ascer¬ 
tain  whether  the  fuse  has  been  blown.  If  the  fuse  is 


DISCIPLINE  AND  RULES. 


339 


blown,  remove  the  trolley  from  the  line  before  put¬ 
ting  in  a  new  one.  Throw  on  the  lamp  circuit.  If 
the  lamps  light  up,  the  trolley  and  ground  wires  are 
all  right.  Throw  on  the  switch,  and  if  the  lights  go 
down,  the  trouble  is  probably  due  to  poor  rail  con¬ 
nection.  Sometimes  the  car  will  not  start  on  one 
notch  one  way,  but  will  on  the  corresponding  reverse 
position;  the  trouble  in  this  case  is  due  to  poor 
contact;  so  bring  the  handle  to  the  “off  "  position, 
remove  the  cover  and  work  the  contacts. 

93.  Never  reverse  the  switch  except  in  cases  of 
extreme  necessity,  such  as  avoiding  a  collision  and 
running  over  a  human  being.  If  there  is  time,  ap¬ 
ply  the  brake,  and  then  reverse  slowly  to  first  point, 
it  not,  reverse  instantly  and  apply  the  brake  vigor¬ 
ously  at  the  same  time,  but  let  it  fly  off  as  soon  as 
the  car  begins  to  move  backward.  Reversing  is 
a  severe  strain  on  the  apparatus,  especially  when 
the  car  is  under  high  speed,  and  should  not  be 
resorted  to  except  when  absolutely  necessary. 

94.  If  any  sparking  is  noticed  at  the  joints 
ahead,  or  if  the  car  suddenly  gathers  speed  after 
passing  a  joint,  it  is  due  to  a  broken  or  loose  con¬ 
nection  between  the  rails.  Matters  of  this  kind 
should  always  be  reported  promptly. 

95.  The  armature,  field  coils,  diverter  coils  and 
commutator  should  never  get  so  hot  that  it  is  im¬ 
possible  to  hold  the  hand  on  them.  Never  try  to 
run  a  motor  that  is  seriously  out  of  order,  as  it  is 
liable  to  greatly  increase  the  trouble. 

96.  If  for  any  reason  the  current  is  shut  off  from 
the  line,  causing  a  general  stoppage  of  cars,  care 
must  be  exercised  to  prevent  all  the  cars  from  at¬ 
tempting  to  start  at  the  same  time  after  the  current 
is  renewed.  After  the  current  is  renewed,  as  indi¬ 
cated  by  the  lamp  circuit,  cars  must  be  started  by 
divisions  in  the  following  order:  First  half  minute 
after  current  is  on  all  cars  on  the  first  division. 
Second  half  minute  (or  one  minute  after  current  is 
on),  all  cars  on  the  second  division,  and  so  on  for 
each  division. 

SPEED  AND  HEADWAY. 

See  rules  85-88  for  conductors. 

97.  The  driver  must  walk  his  horses  going  on 
or  off  turnouts,  and  around  sharp  curves,  and  drive 


at  a  moderate  pace  when  passing  a  car  on  parallel 
track,  or  down  steep  grades,  whether  behind  time 
or  not,  and  must  see  that  all  switches  are  properly 
adjusted  before  attempting  to  drive  over  them. 

98.  The  driver  must  pay  particular  attention  to 
braking  up  when  approaching  vehicles  upon  the 
track,  allowing  sufficient  room  for  them  to  get  out 
of  the  way  should  the  wheels  slide. 

99.  At  any  time  when  the  street  is  blocked,  the 
car  must  be  stopped  before  arriving  at  the  place, 
and  an  open  space  between  car  and  block  must  be 
preserved,  for  carriages  to  pass. 

100.  Cars  driven  in  the  same  direction  must  not 
approach  within  a  distance  of  fifty  feet,  except  at 
stations  and  turnouts  and  to  avoid  accidents. 

Special  for  Grip  Drivers. 

101.  While  running,  keep  300  ft.  from  the  preced¬ 
ing  car  except  at  the  end  of  the  route  or  in  case  of  a 
disabled  car  or  blockade.  When  standing  at  railroad 
crossings  and  stations  have  at  least  one  foot  between 
cars.  Never  block  a  cross  street  by  running  up  to 
a  standing  car  or  team. 

102.  When  two  ©r  more  trains  are  running  with¬ 
in  a  short  distance  of  each  other,  and  the  last  train 
is  not  followed  within  several  blocks  by  another, 
then  the  last  two  trains  must  equalize  the  distance 
and  fall  back. 

103.  In  taking  curves,  slow  up  before  entering, 
then  put  on  the  grip  and  pull  through  steadily. 
Never  take  a  curve  at  full  speed  except  on  steep  up 
grades. 

104.  In  running  over  switches,  cross  tracks,  cast¬ 
ings  and  the  vaults,  run  slowly,  except  when  greater 
speed  is  necessary  at  pick-ups. 

105.  The  grip  drivers  must  not  move  a  train  at 
a  greater  speed  than  four  miles  per  hour  while  pass¬ 
ing  trains  standing  on  the  opposite  track,  which  are 
delayed  by  a  blockade  or  resting  at  the  end  of  the 
route. 

TREATMENT  OF  PASSENGERS. 

See  rules  59-70  for  conductors. 

106.  The  only  persons  authorized  to  ride  in  the 
cab  with  the  gripman  are:  The  president,  the  super¬ 
intendent,  the  chief  engineer,  the  assistant  super¬ 
intendents,  the  day  roadmaster,  the  night  road- 


34° 


STREET  RAILWAYS. 


master,  the  superintendent  of  machinery  and  the 
chief  gripman.  Under  no  circumstances  will  others 
than  the  above  be  allowed  to  ride  in  the  cab  with¬ 
out  orders  from  the  superintendent. 

107.  When  running  under  four  bells,  politely 
notify  persons  wishing  to  ride  to  take  the  next  car 
(or  train). 

CARE  OF  CAR  AND  FURNITURE. 

108.  It  will  be  the  duty  of  the  driver  to  keep 
the  outside  of  the  car  clean  and  to  assist  in  putting 
the  car  back  in  the  car  shed.  He  must  hand  over 
the  stock  on  the  last  trip  to  the  proper  person,  or 
place  them  in  their  stables,  removing  the  harness 
and  safely  tying  them  before  leaving. 

no.  It  is  the  driver’s  duty  to  examine  carefully 
the  brakes  on  the  car,  the  harness  and  the  shoes  of 
his  horses  before  starting  on  any  trip,  and  to  report 
any  repairs  that  are  necessary. 

in.  The  driver  must  assist,  if  necessary,  in  tak¬ 
ing  cars  out  of  the  car  house  and  in  putting  them 
away. 

Special  for  Grip  Drivers. 

1 12.  Keep  the  grip  well  shod.  Grip  drivers  on 
day  trains  must  see  that  the  shoes  are  in  good  order 
before  turning  the  car  over  to  the  swing  driver. 
Avoid  shoeing  the  grip  between  the  hours  of  four 
and  six  p.  m.  as  cars  are  on  short  headway,  and 
such  delay  would  cause  cars  to  start  irregularly 
from  the  stations. 

1 13.  The  driver  must  never,  under  any  circum¬ 
stances,  take  out  a  train  that  is  not  provided  with 
automatic  brake,  safety  chains  and  ail  other  safety 
appliances  in  good  working  order  and  condition. 
Make  a  thorough  examination  and  see  that  links 
and  pins  are  in  place  and  the  grip  car  safely  coupled 
to  the  coach.  Oil  the  brakes  and  bearings,  and 
never  start  or  run  your  train  if  not  provided  with  a 
wrench,  hammer  and  other  tools,  oil  can  and  pin, 
which  must  be  procured  at  the  office  and  kept  in 
the  place  provided  for  them,  and  properly  accounted 
for 

1 14.  Each  car  when  running  after  dusk,  or  in 
the  morning  before  daylight,  must  display  a  white 
headlight.  The  driver  most  see  that  the  headlight 
is  placed  in  position  at  the  proper  time  and  kept 


burning,  but  neither  too  high  nor  too  low.  See  that 
the  number  corresponds  with  that  of  the  car  you  are 
running,  and  return  them  to  the  lamp  room  when 
not  required. 

1 15.  Each  driver  must  keep  the  grip  car  in 
thorough  cleanliness  and  in  tidy  condition  at  all 
times.  He  must  keep  the  centre  lamp  clean  and  be 
careful  not  to  allow  it  or  the  headlight  to  smoke. 
Waste  and  brooms  used  in  cleaning  the  car  must 
be  kept  out  of  sight.  As  soon  as  a  lamp  begins  to 
leak,  it  must  betaken  out  of  the  car. 

COLLECTION  OF  FARES  AND  CHANGE. 

1 1 6.  See  Rules  40-43  for  conductors. 

Special  for  Drivers  of  Conductorless  Cars. 

1 1 7.  If  fares  are  not  paid  within  one  block  after 
passengers  enter  the  car,  the  driver  must  call  the 
person’s  attention  by  ringing  the  bell  in  the  fare 
box.  If  it  then  becomes  necessary,  he  must  stop 
the  car  and  demand  the  fare  in  person,  but  always 
in  a  polite  manner,  as  “Your  fare,  please.’’  If  re¬ 
ceived  it  must  be  dropped  into  the  box  before  start¬ 
ing  the  car;  if  not,  he  must  ask  the  person  to  leave 
the  car. 

1 18.  The  driver  must  ring  the  register  for  every 
passenger  as  he  takes  the  car,  and  not  as  he  pays 
his  fare,  and  “  dump’’  the  fares  into  the  cash  drawer 
as  soon  as  deposited  by  the  passengers. 

PARCELS  AND  FREIGHT. 

1 19.  The  driver  must  not  carry  any  message  or 
package  unless  instructed  so  to  do  by  some  one  in 
authority. 

120.  The  driver  must  not  allow  on  the  front 
platform  any  large  package  or  article  that  will  in¬ 
terfere  with  the  performance  of  his  duties. 

LOST  ARTICLES. 

1 2 1.  All  articles  found  by  the  driver  in  the  car 
must  be  at  once  handed  to  the  conductor. 

See  rules  iio-m  for  conductors. 

TRANSFERS. 

122.  See  rules  56-58  for  conductors. 

STOPPING. 

123.  Except  in  cases  of  emergency,  brake  up 
gradually,  so  as  not  to  throw  standing  passengers. 
When  stopping,  release  the  brake  a  little  so  as  to 


DISCIPLINE  AND  RULES. 


34i 


make  an  easy  stop.  Never  slide  the  wheel  if  it  is 
possible  to  avoid  it. 

124.  The  driver  must  not  stop  upon  grades 
when,  in  his  judgment,  the  car  cannot  easily  start 
again,  and  in  no  case  upon  curves,  except  to  avoid 
accidents. 

125.  In  stopping  at  the  usual  places  the  driver 
must  apply  the  brake  in  such  a  manner  as  will 
gradually  bring  the  train  to  a  stop  and  avoid  all 
jerking  and  surging.  All  trains  must  be  stopped 
in  such  a  manner  that  the  rear  car  shall  not  obstruct 
the  cross  street. 

126.  Unusual  care  is  enjoined  when  passing  a 
stationary  car,  especially  at  a  street  crossing.  No 
train  must  be  run  past  a  standing  train  at  a  greater 
speed  than  four  miles  per  hour,  and  the  gong  must 
invariably  be  rung  from  the  time  the  moving  train 
is  within  fifty  feet  of  the  front  end  of  the  standing 
train. 

CROSSINGS  AND  SWITCHES. 

127.  Cars  must  be  stopped  at  the  farther  cross¬ 
ing  of  all  intersecting  streets,  and  in  such  a  manner 
as  not  to  wholly  obstruct  such  crossing. 

128.  The  driver  must  have  the  train  under  com¬ 
plete  control  in  approaching  any  steam  or  street 
railway  crossing,  and  must  not  run  the  train  at  a 
greater  speed  than  four  miles  per  hour  for  at  least 
seventy-five  feet  approaching  a  crossing,  and  until 
it  has  fully  passed. 

129.  The  driver  must  not  approach  a  steam 
railroad  crossing  nearer  than  fifty  feet  before  bring¬ 
ing  the  train  to  a  full  stop,  and  must  await  the 
conductor’s  signal  from  the  railroad  crossing  to  ad¬ 
vance. 

130.  The  driver  must  not  recognize  the  signals 
of  railroad  flagmen  or  conductors  of  other  trains, 
but  if  warned  not  to  cross  by  the  flagman  he  must 
hold  the  train  until  the  danger  is  passed. 

131.  The  driver  must  slacken  speed  when  cross¬ 
ing  prominent  streets.  When  passing  another  train 
on  a  cross  street  both  trains  must  reduce  speed, 
and  special  care  must  be  taken  to  avoid  accidents. 

132.  Whenever  a  conductor  has  to  go  forward 
to  signal  the  car  (or  train)  over  a  railroad  crossing, 
to  change  a  switch,  or  for  any  other  purpose,  the 


driver  must  look  back  and  see  that  all  passengers 
are  safely  on  and  off  the  car  before  attempting  to 
start. 

RIGHT  OF  WAY. 

133.  See  rules  93-98  for  conductors. 

FIRE  DEPARTMENT. 

134.  When  vehicles  of  the  fire  department  are 
in  the  street  running  to  a  fire,  the  right  of  way 
must  be  given  them  as  far  as  possible.  Stop  the 
car  (or  train)  until  the  vehicles  have  passed. 

135.  When  a  hose  is  laid  across  the  track  do  not 
approach  nearer  than  100  ft.,  unless  the  hose 
bridges  have  been  properly  placed  over  it.  See 
rule  109  for  conductors. 

ACCIDENTS. 

136.  Whenever  an  accident  of  any  kind  happens 
to  or  is  caused  by  a  car,  the  driver  must  stop  at 
once  and  assist  the  conductor  in  ascertaining  the 
nature  and  extent  of  the  injury  and  the  full  par¬ 
ticulars,  and  in  case  of  a  serious  personal  injury, 
he  must  render  all  the  assistance  possible. 

137.  A  driver  of  a  conductorless  car  must  be 
governed  in  case  of  accident  by  rules  99-104  for 
conductors. 

138.  When  the  car  is  in  motion,  the  responsi¬ 
bility  for  safe  running  rests  with  the  driver.  Ap¬ 
pliances  are  furnished  for  controlling  the  car 
quickly,  and  accidents  can  and  must  be  avoided. 
Vigilance,  the  exercise  of  good  judgment,  avoiding 
risks,  and  a  strict  compliance  with  rules  and  or¬ 
ders,  will  prevent  accidents. 

POLICE  ASSISTANCE. 

139.  See  rule  108  for  conductors. 

BLOCKADE. 

140.  A  driver  must  speak  pleasantly  to  team¬ 
sters  or  any  other  persons  who  may  be  in  the  way, 
requesting  them  to  move.  In  case  the  driver  of 
any  vehicle  refuses  to  pull  out  of  the  track,  and 
persists  in  driving  slowly,  or  otherwise  obstructing 
the  passage  of  the  car,  notify  the  conductor,  that 
he  may  call  upon  a  policeman  to  compel  such 
driver  to  turn  out. 

141.  When  a  team  is  standing  alongside  of  the 
track,  with  the  wagon  pole  or  horses  standing  with 


342 


STREET  RAILWAYS. 


their  heads  toward  the  track,  with  a  possibility  of 
rubbing  the  car,  ring  for  the  conductor  to  go  for¬ 
ward  to  pull  the  horses  out  of  the  way.  See  rules 
105-107  for  conductors. 

TIME. 

142.  The  driver  must  have  the  car  ready  to 
leave  the  car  house  promptly  on  time. 

143.  The  driver  must  regulate  the  speed  of  the 
car  so  as  to  be  as  nearly  uniform  with  the  time  card 
as  possible,  and  not  lose  time  on  one  portion  of  the 
route  and  make  it  up  on  another.  If  he  should 
unavoidably  get  behind  time,  it  is  not  to  be  made 
up  in  the  next  two  or  three  blocks  by  a  spurt,  but 
gradually,  by  driving  (running)  slightly  faster. 
See  rules  118-121  for  conductors. 

TRACKS. 

144.  See  rule  122  for  conductors. 

Special  for  Grip  Drivers. 

145.  Should  it  be  discovered  that  a  manhole 
cover  is  missing  or  displaced,  the  fact  must  be  re¬ 
ported  on  a  blank  supplied  for  the  purpose  to  all 
grip  drivers  ;  this  applies  to  any  loose  stones  in 
paving,  injury  to  slot  or  track. 

146.  Notice  must  also  be  given  to  any  employes 
who  may  be  met  near  the  spot,  who  must  at  once 
proceed  to  the  point  and  guard  it  if  it  is  not  in 
their  power  to  repair  it. 

147.  If  a  driver  should  discover  any  defect  in 
the  paving  or  track,  it  is  his  duty  to  inform  the 
conductor,  who  must  report  it  at  the  office. 

TRIP  REPORTS. 

148.  At  the  close  of  each  day’s  work  the  driver 
must  fill  out  a  proper  blank  and  hand  to  the  re¬ 
ceiver  a  report  of  the  number  of  the  car  and  the 
number  of  trips  run  by  him  during  the  day. 

PENALTIES. 

149.  See  rule  127  for  conductors.  • 

RESPONSIBILITY. 

150.  The  driver  will  be  held  responsible  to  the 
company  for  all  damages  caused  by  neglect  of 
duty,  or  carelessness  on  his  part  to  their  property, 
or  to  the  person  or  property  of  others,  for  which 
the  company  may  be  held  responsible  or  liable. 


1 5 1.  Any  driver  who,  upon  leaving  the  service 
of  the  company,  shall  fail  or  refuse  to  return  to  the 
company  all  of  the  uniform  buttons  which  have 
been  furnished  him,  will  be  charged  for  all  buttons 
which  he  shall  fail,  or  refuse,  to  return. 

152.  In  case  a  driver  shall  lose  any  of  these 
buttons  while  in  the  service  of  the  company,  he  is 
required  to  draw  other  buttons  to  take  their  place 
and  will  be  charged  therefor. 

153.  Ignorance  of  the  rules  will  not  be  accepted 
as  an  excuse  for  not  observing  them. 

RESIGNATION. 

154.  See  rule  126  for  conductors. 

DISCRETION. 

155.  In  all  matters  not  fully  covered  by  these 
rules,  the  driver  is  expected  to  use  judgment,  com¬ 
mon  sense  and  discretion  in  performing  his  duties 
and  dealing  with  passengers  and  any  others  with 
whom  his  duties  call  him  to  deal. 

RULES  FOR  HILLMEN  AND  TOW  BOYS. 

Rule  1 .  A  hillman  must  attend  punctually  at 
his  proper  station,  get  to  his  work  promptly,  at¬ 
tend  to  it  faithfully,  and  not  leave  until  the  time 
set. 

2.  Before  starting,  each  hillman  must  see  that 
his  horse  is  properly  shod,  and  that  the  harness  is 
in  proper  condition  to  work. 

3.  He  must  not  pull,  yank,  strike,  kick  or  other¬ 
wise  abuse  a  horse,  or  carry  a  whip  or  any  sub¬ 
stitute  therefor  without  the  consent  of  the  foreman 
of  the  stable. 

4.  He  must  not  hold  unnecessary  conversation 
with  the  car  driver  or  any  other  person. 

5.  He  must  drive  his  horse  up  and  down  the 
hill,  keep  out  of  the  way  of  teams  as  much  as  pos¬ 
sible,  and  stand  his  horse  in  the  least  objection¬ 
able  places. 

6.  He  must  take  his  horse  to  and  from  work  at 
a  slow  pace,  and  if  riding  it  must  not  go  out  of 
a  walk  or  a  very  slow  trot. 

7.  He  must  not  hitch  on  or  take  off  his  horse 
while  the  car  is  in  motion,  or  so  as  to  obstruct  any 
crossing  or  endanger  passing  thereon. 

8.  He  must  deport  himself  in  a  proper  manner 


DISCIPLINE  AND  RULES. 


345 


at  all  times,  use  no  boisterous,  obscene  or  profane 
language,  and  avoid  all  associations  which  will 
interfere  with  his  work  or  the  proper  performance 
of  his  duty  in  all  respects. 

Special  for  Storage  Battery  Cars. 

ON  THE  ROAD. 

Rule  i.  Always  carry  :  Two  cell  jumpers,  one 
sparking  wire,  one  heavy  connector  wire,  one  sheet 
of  coarse  sandpaper,  one  sheet  of  fine  sandpaper  or 
emery  cloth,  one  piece  of  narrow  board,  four  extra 
cell  connectors,  two  strips  of  lead,  six  little  lead 
squares,  one  extra  incandescent  lamp,  six  extra 
brush  carbons,  two  candles  and  matches,  one 
monkey  wrench,  one  screw  driver,  one  pair  of 
pliers,  one  can  full  of  oil,  one  coupling  bar,  one 
track  iron,  waste  and  dry  rag  or  chamois. 

2.  In  starting,  move  the  regulator  handle  quick¬ 
ly  to  the  first  notch  and  hold  it  there  a  while  until 
the  car  has  gained  some  headway;  then  move  it  on 
to  the  other  notches,  as  required.  If  the  car  fails 
to  start  on  the  first  notch,  let  the  car  gain  some 
headway  on  the  second  notch  before  putting  on 
the  full  power,  except  when  necessity  demands  it. 

In  turning  off  the  current,  throw  the  regulator 
handle  clear  over  with  a  quick  movement.  If  the 
regulator  switch  is  out  of  order  and  the  spark  con¬ 
tinues  to  burn  after  the  circuit  is  broken,  throw 
the  reverser  into  the  off  position  at  once. 

3.  Never  attempt  to  put  on  the  brake  when  the 
current  is  on  the  motor  ;  always  pull  the  regulator 
handle  back  to  the  off  position  and  then  apply  the 
brake.  Govern  the  speed  of  the  car  with  the  regu¬ 
lator,  not  with  the  brake.  You  are  not  driving  a 
mule. 

4.  Do  not  turn  the  reverser  when  the  current  is 
on  the  motor.  Throw  back  the  regulator  handle, 
turn  the  reverser,  and  then  put  on  the  current. 

5.  In  case  the  batteries  become  weak  or  there  is 
trouble  with  the  machinery,  or  the  car  is  already 
overloaded,  it  will  be  better  to  stop  only  to  let  off 
passengers  and  not  to  stop  to  take  any  on. 

6.  If  a  brush  has  been  sparking  excessively  or  is 
wearing  grooves  in  the  commutator,  or  the  com¬ 
mutator  is  rough  or  dirty,  put  in  a  new  brush  and 
sandpaper  the  commutator  to  a  smooth  surface 


TROUBLE, 

7.  Should  the  motor  stop  : 

(a)  Turn  on  the  tell-tale  lamp  in  the  regulator 
box,  or  the  electric  lamp  in  the  centre  of  the  car. 
If  the  lamp  burns,  the  trouble  is  not  in  the  cells  on 
the  right  hand  side  of  the  car  as  you  face  the  front 
doorway.  If  the  front  headlight  burns,  the  trouble 
is  not  in  the  cells  on  the  left  hand  side  of  the  car. 
If  the  headlight  is  not  on,  touch  the  posts,  where 
the  headlight  connections  are  made,  with  the  spark¬ 
ing  wire  ;  if  there  is  no  spark  the  trouble  is  under 
the  left  hand  seats.  If  the  centre  or  tell-tale  lamp 
fails  to  burn,  the  trouble  is  in  the  left  hand  battery. 
If  either  lamp  fails  to  burn,  overhaul  the  batteries 
carefully  for  loose  connections,  bad  contacts,  burned 
off  terminals  and  other  faults. 

If  no  fault  is  visible,  test  by  short  circuiting  each 
cell  quickly  with  the  sparking  wire  until  the  faulty 
cell  is  located.  Do  not  stop  to  investigate  the  na¬ 
ture  of  the  trouble,  but  disconnect  both  terminals 
of  the  cell  and  bridge  over  the  break  with  a  jump¬ 
er.  In  working  around  the  batteries  be  very  care¬ 
ful  not  to  make  any  metal  contact  across  the  cells 
in  the  tray.  If  this  is  done  a  destructive  short  cir¬ 
cuit  will  result. 

( b )  If  both  lamps  burn,  the  trouble  is  not  in  the 
battery  connections.  Look  for  the  trouble  at  the 
motor  brushes  and  the  connections  or  in  the  switch 
boxes.  See  if  the  brushes  are  in  firm  contact  with 
the  commutator  ;  that  the  connections  to  the  brush 
holders  and  the  motor  are  complete  and  tight ; 
that  two  or  more  wires  are  not  touching  through 
their  insulation,  or  in  contact  with  the  metal  parts 
of  the  motor  or  the  car,  and  that  the  armature  and 
fields  of  the  motor  are  not  burned  out.  If  the  fault 
is  due  to  defective  contact  of  the  brushes,  the  ap¬ 
pearance  of  the  commutator  or  brush  will  often  be 
the  means  of  immediately  locating  the  trouble. 
Sandpaper  the  commutator  and  adjust  and  put  in 
a  new  set  of  brushes,  if  necessary. 

(r)  If  the  motor  and  its  connections  seem  all 
right,  examine  the  regulator  and  the  reverser  and 
their  connections  for  loose  wires,  damaged  con¬ 
tacts,  etc. 

(i d )  If  the  regulator  is  out  of  order  and  fails  to 


344 


STREET  RAILWAYS. 


work,  connect  the  wire  provided  for  that  purpose 
to  wire  No.  B,  and  run  the  car  by  successively 
making  contacts  with  wires  numbered  i,  2  and  3. 

(e)  If  the  reverser  is  out  of  order  and  fails  to 
work,  disconnect  wire  No.  7  and  connect  No.  7  to 
No.  8  to  go  ahead,  and  No.  7  to  No.  9  to  back. 

(/)  If  the  switches  get  stuck  with  the  current 
on,  immediately  break  the  circuit  by  disconnecting 
wire  No.  7  at  the  reverser,  or  break  the  connection 
in  the  batteries  under  the  seats. 

(g)  The  difficulty  may  be  of  a  mechanical  na¬ 
ture.  See  if  the  bearings  of  the  motor  and  the 
gearings  are  hot,  and  whether  the  armature  or  the 
gears  have  stuck  fast  or  jammed.  These  latter 
may  be  discovered  by  starting  the  car  ahead  and 
then  back,  noting  the  behavior  of  the  motor  and 
the  gearing  each  time.  (Keep  the  current  on  for 
only  such  a  length  of  time  as  is  absolutely  neces¬ 
sary  for  these  tests.)  Cool  down  any  hot  bearings 
and  remedy  the  trouble  to  the  best  of  your  ability. 

(A)  If  the  tests  given  above  fail  to  discover  any 
defect,  the  car  must  be  pushed  or  pulled  to  the 
station. 

WARNINGS  AND  NOTICES  TO  PASSENGERS. 

Opinions  differ  as  to  the  advisability  or  necessity 
of  posting  notices  of  any  kind  inside  street  cars. 
When  new  lines  are  started  there  is  some  advan¬ 
tage  in  having  notices  posted  until  patrons  become 
familiar  with  the  rules  and  regulations,  after  which 
they  may  be  removed.  There  is  a  growing  ten¬ 
dency  in  large  cities  to  omit  all  notices  of  this 
kind.  The  laws  of  some  states,  and  of  certain 
cities,  require  that  warning  notices  and  rates  of 
fare  be  posted  in  all  street  cars,  leaving  in  this  re¬ 
spect  no  discretion  on  the  part  of  the  companies. 
Warning  notices  are  considered  useful  in  that  they 
show  to  the  patrons  that  the  company  is  using  its 
best  endeavors  to  prevent  accidents,  and  that  con¬ 
tributory  negligence  may  be  rightly  urged  against 
violators.  In  case  of  accident  trials,  however,  the 
courts  hold,  usually,  that  cautionary  or  warning 
notices  do  not  exempt  a  company  from  paying 
damages,  provided  it  is  shown  that  the  employes 
of  the  company  are  in  any  manner  to  blame. 


In  case  notices  are  employed,  it  is  better  to  word 
them  in  the  form  of  a  polite  request  or  caution, 
rather  than  in  the  form  of  an  arbitrary  command. 
It  weakens  the  force  of  a  rule  to  state  it  arbitrarily 
with  “  must  ”  or  “  forbid,”  where  its  violation  cannot 
be  followed  by  a  penalty.  Rules  to  drivers  and 
conductors  should  be  in  the  imperative  form,  but 
not  those  to  passengers.  For  instance  :  A  notice 
like  the  following,  “Spitting  in  this  car  positively 
forbidden  ”  could  not  be  enforced,  for  the  passen¬ 
ger  might  spit  out  at  the  window  or  the  door,  or 
might  use  the  coal  box  or  even  his  handkerchief,  or 
if,  from  necessity,  he  should  spit  on  the  floor,  the 
chances  are  that  the  conductor  would  not  see  him, 
and  if  he  did  he  would  not  be  likely  to  order  him 
off  the  car.  Some  people  are  so  constituted  that, 
seeing  a  rule  like  the  above,  they  would  instinctively 
violate  it  to  show  their  independence.  It  is  better 
to  say,  in  case  such  a  notice  is  found  to  be  nec¬ 
essary,  “  Gentlemen  ;  please  do  not  spit  on  the 
floor  of  this  car.” 

The  following  notices  are  copied  from  the  prac¬ 
tice  of  several  roads  in  widely  separated  localities. 
These  are  not  given  as  models  to  be  followed  in  all 
cases,  but  they  will  be  found  to  be  suggestive,  and 
may  be  modified  to  suit  local  conditions,  and  to 
conform  to  the  above  hints,  in  case  it  is  desirable 
to  post  notices  of  this  character  in  the  cars.  In 
case  notices  are  posted,  they  should  be  printed  in 
plain  type  on  heavy  cardboard,  and  carefully 
framed  with  glass  to  exclude  dust;  and  in  no  case 
should  they  be  allowed  to  become  disfigured  or 
faded  from  age,  but  should  be  renewed  as  often  as 
is  necessary  to  keep  them  bright  and  clean. 

(1.) 

Passengers  will  please  put  fare  in  the  box. 

Gripmen  on  duty  must  not  engage  in  conversa¬ 
tion. 

<?•) 

Passengers  must  not  get  on  or  off  the  car  while  it 
is  in  motion;  it  is  dangerous. 

Gentlemen  :  Please  do  not  spit  on  the  floor  of 
this  car. 


DISCIPLINE  AND  RULES. 


345 


(3.) 

NOTICE. 

Passengers  are  requested  not  to  converse  with 
the  driver  or  divert  his  attention  from  his  work. 

. ,  Supt. 

(4.) 

NOTICE. 

On  and  after  May  5,  1891,  newsboys  will  not  be 
permitted  to  get  on  the  cars  of  this  company  for 
the  purpose  of  selling  papers. 

(50 

Conductors  must  register  all  fares  except  trans¬ 
fers.  Children  occupying  seats  full  fares. 

Transfers  will  be  issued  to  passengers  at  the  fol¬ 
lowing  points  : 

(6.) 

notice  to  passengers. 

This  car  has  a  step  from  the  platform  into  the 
car.  Upon  entering  or  leaving  the  car 

bear  the  fact  of  this  step  in  mind. 

(7.) 

notice  to  passengers. 

Children  under  four  years  of  age,  not  occupying 
seats,  carried  free — No  half  fare. 

Transfer  tickets,  good  only  for  one  continuous 
ride,  are  issued  without  extra  charge. 

(8.) 

This  car  will  stop  to  receive  and  let  on  passen¬ 
gers,  only  at  farther  crossings  of  street  intersec¬ 
tions,  and  in  the  middle  of  long  blocks  where  the 
sign  is  placed. 

By  order  of  the  City  Council,  July  17,  1882. 

. Railway  Co. 

(9.) 

Passengers  will  please  put  their  fare  in  the  box, 
as  the  driver  is  not  allowed  to  either  receive  or  de¬ 
posit  it. 

Put  only  the  exact  fare  in  the  box. 

No  one  allowed  to  ride  free. 

Passengers  will  pay  their  fare  on  entering  the 
car. 

(10.) 

NOTICE  TO  PASSENGERS. 

Passengers  must  not  get  on  or  off  this  car  with¬ 
out  signalling  the  conductor  to  stop. 


All  persons  getting  on  or  off  cars  in  motion, 
riding  on  platforms  or  steps,  do  so  at  their  peril. 

Straps  and  railings  are  provided  for  security,  par¬ 
ticularly  on  curves. 

(11.) 

Please  do  not  stand  on  the  rear  platform,  but 
give  passengers  a  chance  to  get  on  and  off  safely. 

Passengers  are  not  allowed  to  get  on  and  off  the 
cars  between  the  double  tracks. 

Rates  of  fare. 

Smoking  not  allowed  on  the  rear  platform. 

Please  do  not  spit  on  the  floor  of  this  car. 

(12.) 

Passengers  on  leaving  the  cars  must  alight  on 
the  side  nearest  the  sidewalk. 

Transfers  are  used  only  on  condition  of  immedi¬ 
ate  use  at  the  time  and  place  designated  thereon, 
of  which  passengers  must  take  notice  ;  ask  for 
transfers  when  you  pay  your  fare. 

Do  not  get  off  the  car  while  it  is  in  motion. 

(I3- ) 

FARES  AND  TICKETS. 

All  passengers  twelve  years  of  age  or  over  will 
pay  five  cents  cash  or  full  fare  ticket. 

All  passengers  between  five  and  twelve  years  of 
age  will  pay  three  cents  cash  or  half  fare  ticket. 

Twenty-five  full  fare  tickets  $1.00,  or  six  for 
twenty-five  cents. 

Twenty  half  fare  tickets  fifty  cents. 

(14) 

All  persons  are  warned  not  to  enter  or  leave  this 
car  while  it  is  in  motion,  or  by  the  front  platform. 

No  disorderly  or  otherwise  obnoxious  person, 
whether  or  not  under  the  influence  of  liquor,  will 
be  allowed  to  ride  upon  this  car. 

Notify  the  conductor  when  you  wish  to  leave  the 
car. 

Do  not  leave  the  car  while  it  is  in  motion. 

(i5-) 

These  cars  stop  at  farther  crossings  only. 

Passengers  are  particularly  cautioned  not  to  get 
on  or  off  the  cars  while  the  cars  are  in  motion  or  to 
stand  on  the  running  foot  boards. 

Passengers  are  requested  to  get  on  and  off  the 
rear  platform  only 


346 


STREET  RAILWAYS. 


Children  over  five  ye^rs  old  will  pay  full  fare. 

Children  under  five  years,  when  occupying  seats, 
will  pay  full  fare. 

(16.) 

PASSENGERS  ARE  NOTIFIED  THAT  IT  IS  DANGEROUS: 

To  ride  upon  the  platforms; 

To  get  on  or  off  the  car  while  it  is  in  motion; 

To  leave  the  car  by  the  side  next  the  adjoining 
track. 

Those  violating  these  warnings  do  so  at  their 
own  risk. 

Passengers  will  please  report  any  impropriety  or 
neglect  on  the  part  of  any  conductor  or  driver. 

(17.) 

RULES  FOR  PASSENGERS. 

All  persons  getting  on  or  off  the  cars  must  first 
notify  the  conductor,  then  wait  until  the  car  stops 
in  response  to  the  conductor’s  signal  before  at¬ 
tempting  to  get  on  or  off  the  cars. 

Cars  stop  only  on  the  conductor’s  signal,  to  re¬ 
ceive  and  discharge  passengers  on  the  far  side  of  all 
street  intersections. 

Passengers  are  prohibited  from  riding  elsewhere 
on  the  cars  than  on  the  inside. 

All  persons  are  notified  that  they  violate  any  of 
the  above  rules  at  their  own  risk. 

(18.) 

To  prevent  accidents:  Do  not  get  on  or  off  the 
car  until  it  stops. 

Do  not  stand  upon  the  steps. 

Look  out  for  passing  vehicles  when  alighting. 

Small  luggage  only  will  be  taken  upon  the  cars 
of  this  company  ;  any  excess  will  be  charged  for. 

Full  fare  will  be  collected  for  children  five  years 
of  age  and  over,  and  for  younger  children  when 
occupying  seats  required  by  other  passengers. 

When  two  or  more  children  between  two  and  a 
half  and  five  years  of  age  are  together,  fare  will  be 
collected  at  the  rate  of  one  fare  for  two  children. 

(19-) 

Passengers  are  requested  not  to  spit  on  the  floor 
of  the  car. 

Children  over  five  years  of  age,  full  fare. 

Under  five  years,  accompanied  by  parents  or 
nurses,  free. 


All  cars  on  the  above  route  will  stop  at  the  far¬ 
ther  cross  walks  unless  otherwise  specified,  but 
only  upon  request  of  a  passenger  wishing  to  board 
or  leave  the  car. 

Passengers  are  notified  that  the  conductor  will 
call  the  names  of  streets  on  each  trip.  When  pas¬ 
sengers  desire  to  get  off  the  car,  they  must  notify 
the  conductor  before  arriving  at  their  destination. 
Stops  will  not  be  made  at  any  point  where  passen¬ 
gers  do  not  desire  to  get  on  or  off  the  cars. 

(20.) 

passengers  are  notified: 

1.  To  take  hold  of  the  hand  rail  in  getting  on  or 
off  the  car  ;  to  enter  and  pass  out  on  the  side  of 
the  car  nearest  the  sidewalk  ;  not  to  enter  or  leave 
the  car  until  it  is  fully  stopped,  and  not  to  get  on 
or  off  the  front  platform. 

2.  No  person  intoxicated,  or  otherwise  violating 
public  decency,  will  be  allowed  on  the  cars. 

3.  All  bundles  or  packages  carried  will  be  held 
in  the  hands  or  on  the  lap  of  the  passenger,  or 
placed  under  the  seat. 

4.  Gentlemen  will  please  not  smoke  (except  on 
the  front  platform  when  the  front  doors  and  win¬ 
dows  are  closed)  ;  and  will  not  spit  on  the  floor  or 
put  their  feet  on  the  seats  of  the  car. 

. .  Supt. 

(21.) 

Passengers  may  take  this  car  at  any  point  with¬ 
out  additional  fare. 

No  cumbersome  or  offensive  packages  or  bundles 
will  be  carried. 

Fare  will  be  collected  from  all  except  children  in 
arms.  No  one  allowed  to  ride  free. 

Please  do  not  address  unnecessary  conversation 
to  the  conductor  or  motorman,  diverting  their  at¬ 
tention  from  their  duties.  The  fare  on  all  night 

CARS  WILL  BE  TEN  CENTS  AFTER  MIDNIGHT. 

PASSENGERS  MUST  NOT  STAND  HERE. 

SPITTING  IN  THIS  CAR  POSITIVELY  FORBIDDEN. 

By  order  of 

. .  President. 

. ,  Supt. 

Signed  by 


,  Supt. 


DISCIPLINE  AND  RULES. 


347 


(22.) 

NOTICE  TO  PASSENGERS. 

Passengers  are  not  allowed  to  get  on  or  off  the 
cars  while  the  cars  are  in  motion,  or  to  stand  on 
the  steps. 

Passengers  are  particularly  requested  not  to  put 
their  heads  or  arms  out  of  the  window,  or  to  get  on 
or  off  or  ride  on  the  front  platform,  as  the  company 
will  not  be  responsible  for  accidents  that  may 
occur  by  reason  of  so  doing.  The  cars  will  stop 
on  the  down  corner  going  down,  and  the  up  cor¬ 
ner  going  up,  as  required  by  law,  and  passengers 
are  particularly  requested  to  get  off  from  the  right 
hand  side  of  the  car,  which  is  nearer  the  sidewalk. 

Children  over  five  years  of  age  will  be  charged 
full  fare;  those  under  five  years  with  parents  or 
guardians  will  be  carried  free. 

The  company  will  be  pleased  to  have  passengers 
report  any  negligence  or  inattention  on  the  part  of 
the  conductor  or  driver. 

(23-) 

Fare,  five  cents.  No  half  fares  are  received,  and 
no  one  is  allowed  to  ride  free  except  children  under 
five  years  of  age,  not  occupying  seats  which  may 
be  required.  A  charge  of  ten  cents  will  be  made 
for  all  packages  too  bulky  to  be  carried  in  the  lap 
or  placed  under  the  seat.  Trunks,  fifteen  cents. 

Conductors  are  required  to  ring  the  “  indica¬ 
tor”  FOR  EVERY  FARE  COLLECTED. 

Passengers  are  specially  notified  that  this 
company  will  not  be  responsible  for  accidents  oc¬ 
curring  under  violations  of  the  following  rules, 
viz  : 

That  they  must  not  get  on  or  off,  or  occupy  the 
front  platform  of  any  car,  or  get  on  or  off  a  car  when 
it  is  in  motion. 


That  they  must  not  occupy  the  rear  platform 
when  there  is  accommodation  inside,  or  stand  or 
sit  upon  the  steps  of  any  car. 

That  they  must  not  put  their  heads  or  arms  upon 
or  out  of  the  windows,  or  enter  or  leave  a  car  ex¬ 
cept  at  the  right  hand  side  of  the  rear  platform. 

The  president  will  gladly  receive  information 
of  any  impropriety  committed  by  employes,  or  of 
any  neglect  or  violation  of  these  regulations. 

(24  ) 

to  our  patrons: 

SAFETY  AND  RAPID  TRANSIT. 

To  meet  the  demand  for  rapid  transit  and  safety, 
it  becomes  necessary  that  our  patrons  assist  therein 
by  a  strict  compliance  with  the  following  rules  : 

First.  Cars  will  stop  only  at  the  farther  crossing 
of  the  intersecting  streets. 

Second.  Be  at  that  point  in  readiness  to  signal 
and  board  the  car  with  the  least  possible  delay. 

Third.  Notify  the  conductor  when  he  calls  the 
street  at  which  you  wish  to  leave  the  car,  and  be  in 
readiness  at  the  rear  door  to  alight  as  soon  as  the 
car  comes  to  a  full  stop. 

Fourth.  Get  on  and  off  the  rear  platform  and 
upon  the  curb  side,  or  the  right  hand  side  of  the 
direction  in  which  the  car  is  going. 

Fifth.  Do  not  stand  upon  the  platform  while 
there  is  room  inside. 

Sixth.  In  boarding  or  leaving  a  car  do  not  at¬ 
tempt  to  cross  the  street  immediately  in  front  of  a 
car  approaching  from  either  direction. 

Seventh.  Do  not  attempt  to  board  or  leave  a  car 
without  notifying  the  conductor. 

Eighth.  Complaints  of  any  character  must  be 
made  over  the  signature  of  the  complainant.  No 
attention  is  paid  to  anonymous  letters. 


CHAPTER  X. 


CHARTER — FRANCHISE — STOCKS  AND  BONDS. 


Having  studied  the  mechanical  features  of  the 
various  types  of  street  railways,  we  have  now  to 
consider  the  requirements  and  powers  necessary 
for  the  complete  equipment  of  the  company  or 
corporation  for  the  transaction  of  its  business. 
The  aim  of  this  chapter  is:  First,  to  furnish  parties 
engaged  or  interested  in  the  line  of  street  railway 
business  a  guide  or  assistant  in  the  organization 
of  new  corporations,  the  consolidation  of  existing 
companies,  and  charter  amendments  ;  second,  to 
define  the  legal  and  commercial  terms  that  are 
used  in  the  business,  so  that  the  internal  affairs  of 
a  company  may  be  readily  understood  by  the  aver¬ 
age  stockholder;  and  third,  to  name  some  of  the 
special  requirements  that  are  imposed  by  state  and 
municipal  authorities  in  the  granting  of  charters 
and  franchises,  so  that  any  company  may  be  able 
to  determine,  by  comparison,  the  value  of  the  con¬ 
cessions  it  has  received,  and  the  justice  or  injustice 
of  the  special  requirements  and  restrictions  to 
which  it  is  subjected. 

It  is  not  our  intention  in  this  chapter  to  invade 
the  province  of  the  legal  profession,  and  give  a  code 
and  standard  forms  that  can  be  used  without  legal 
advice,  any  more  than  we  have  assumed  the  duties 
of  the  engineer  in  preparing  the  mechanical  chap¬ 
ters.  We  shall  try,  however,  to  illustrate  and  de¬ 
scribe  some  of  the  elementary  and  essential  feat¬ 
ures  of  certain  legal  forms,  so  that  a  common 
ground  may  be  formed  upon  which  the  layman 
may  be  able  to  intelligently  discuss  the  business 
affairs  of  a  company  with  its  legal  representative, 
and  to  read  and  understand  the  financial  reports. 

The  method  of  organizing  a  railroad  corpora¬ 
tion,  and  the  laws  relating  to  the  same,  differ 
widely  in  the  different  states  ;  so  that  were  we  to 
copy  all  the  different  forms  in  use  and  compile  the 
various  state  enactments,  this  chapter  would  ex¬ 


pand  to  the  volume  of  an  ordinary  law  book.  Mani¬ 
festly,  this  cannot  be  done,  but  let  us  hope  the 
time  will  come  when  all  the  state  statutes  relating 
to  street  railway  subjects  shall  be  revised  and  con¬ 
solidated  into  a  uniform  and  harmonious  practice. 

A  charter  may  exist  in  fact  or  only  in  name.  In 
some  states  the  filing  of  the  articles  of  agreement 
with  the  clerk  of  the  county  and  with  the  secretary 
of  state  is  presumptive  evidence  of  the  incorpora¬ 
tion,  while  in  others  the  governor  issues  a  patent 
or  charter  after  articles  have  been  filed.  Some 
states  have  enacted  a  general  corporation  law  under 
which  all  corporate  bodies  are  organized,  while  in 
others  a  special  act  is  passed  in  each  case.  In  a 
few  cases  the  legislature  first  appoints  a  commission 
to  open  books,  receive  subscriptions  and  organize 
a  company,  the  commissioners  themselves  being 
permitted  to  become  members  of  the  corporation. 
In  one  state,  at  least,  which  has  enacted  a  general 
corporation  law,  a  commission  is  appointed  to  or¬ 
ganize  a  company  and  determine  routes  for  rail¬ 
roads  in  cities,  other  than  surface  roads,  while  in 
most  cases  the  parties  desiring  to  form  a  corpora¬ 
tion  take  the  initiative  on  their  own  account  and 
afterwards  file  their  articles  of  agreement. 

A  corporate  charter  is  a  contract  between  three 
parties,  viz.,  the  state,  the  corporation  and  the 
stockholders.  First,  it  is  a  contract  between  the 
state  and  corporation  (an  artificial  person);  second, 
it  is  a  contract  between  the  corporation  and  the 
stockholders  ;  and  third,  it  is  a  contract  between 
the  stockholder  and  the  state.  As  between  the 
state  and  the  stockholder,  the  contract  is  protected 
by  that  provision  of  the  United  States  constitution 
which  prohibits  a  state  from  passing  any  law  which 
will  impair  the  obligation  of  a  contract.  A  charter 
may  be  perpetual  or  limited,  and,  if  limited,  may 
contain  provision  for  an  extension.  In  some  cases 


CHARTER— FRANCHISE— STOCKS  AND  BONDS. 


349 


a  charter  may  be  extended  by  filing  application,  as 
in  the  first  instance.  In  some  states  the  legislature 
reserves  the  right  to  alter,  amend  or  repeal  the 
charter  at  any  session. 

The  reservations,  however,  are  generally  for  the 
protection  of  the  state’s  interest  and  not  for  the 
benefit  of  the  corporation  or  individual. 

A  state  tax  for  the  privilege  of  organization  is 
usually  imposed  upon  corporations  having  cap¬ 
ital  stock  divided  into  shares,  which  tax  is  due  and 
payable  before  the  certificate  of  incorporation  or 
articles  are  filed.  A  like  tax  is  also  required  in 
some  cases  upon  an  increase  of  capital  stock.  Be¬ 
sides  the  taxes  a  fee  is  demanded  for  filing  the  cer¬ 
tificate  in  the  office  of  the  secretary  of  state,  and 
a  fee  of  —  cents  per  folio  for  recording  in  both  the 
county  and  state  records. 

The  following  are  some  of  the  provisions  of  a 
general  act,  quoted  from  the  laws  of  New  York 
State  relating  to  the  organization  of  railway  cor¬ 
porations  : 

Incorporation.  Fifteen  or  more  persons  may  become  a 
corporation,  for  the  purpose  of  building,  maintaining  and  op¬ 
erating  a  railroad,  or  of  maintaining  and  operating  a  railroad 
already  built,  not  owned  by  a  railroad  corporation,  or  for  both 
purposes,  by  executing,  acknowledging  and  filing  a  certificate, 
in  which  shall  be  stated  : 

1.  The  name  of  the  corporation. 

2.  The  number  of  years  it  is  to  continue. 

3.  The  kind  of  road  to  be  built  or  operated. 

4.  Its  length  and  termini. 

5.  The  name  of  each  county  in  which  any  part  of  it  is  to  be 
located. 

6.  The  amount  of  the  capital  stock,  which  shall  not  be  less 
than  $10,000  for  every  mile  of  road  built  or  proposed  to  be 
built,  except  a  narrow  gauge  road,  when  it  shall  not  be  less 
than  $3,000  for  every  such  mile. 

7.  The  number  of  shares  into  which  the  capital  stock  is  to 
be  divided. 

8.  If  the  capital  stock  is  to  consist  of  common  and  preferred 
stock,  the  amount  of  each  class  and  the  rights  and  privileges 
of  the  latter  over  the  former. 

9.  The  names  and  post  office  addresses  of  the  directors  oi 
the  corporation  (not  less  than  nine)  who  shall  manage  its 
affairs  for  the  first  year. 

10.  The  place  where  its  principal  office  is  to  be  located. 

1 1.  The  name  and  post  office  address  of  each  subscriber  to  the 
certificate  and  the  number  of  shares  of  stock  he  agrees  to  take. 


Such  certificate  shall  have  endorsed  thereon,  or  annexed 
thereto,  to  be  taken  as  a  part  thereof,  an  affidavit  of  at  least 
three  of  such  directors  that  at  least  ten  per  cent,  of  the  mini¬ 
mum  amount  of  capital  stock  authorized  by  law  has  been  sub¬ 
scribed  thereto,  and  at  least  ten  per  cent,  of  such  subscription 
has  been  paid  in  cash  and  in  good  faith  to  the  directors  named 
in  the  certificate,  and  that  it  is  intended  in  good  faith  to  build, 
maintain  and  operate  the  road  mentioned  therein.  The  filing 
of  every  certificate,  where  the  amount  of  stock  required  by  this 
section  has  not  been  in  good  faith  subscribed  and  ten  per  cent, 
thereof  paid  in  cash,  shall  be  void. 

FORM  OF  CERTIFICATE  OF  INCORPORATION  OF 
A  RAILROAD  COMPANY  UNDER  A 
RAILROAD  LAW. 

State  of. 

County  of 

We,  the  undersigned,  desiring  to  become  a  corporation 
under  and  by  virtue  of  the  provisions  of  “  The  Railroad  Law,” 
for  the  purpose  of  building,  maintaining  and  operating  a  street 
railroad,  hereby  certify  as  follows: 

First.  The  name  of  the  corporation  shall  be  the  X.  Y.  Z. 
Cross  Town  &  Broomfield  Railway  Co. 

Second.  The  number  of  years  it  is  to  continue  shall  be 
ninety-nine  years. 

Third.  The  kind  of  road  to  be  built  shall  be  a  street  surface 
road. 

Fourth.  Such  railroad  is  to  be  built,  maintained  and  oper¬ 
ated  from  the  city  of  X.Y  Z.  to  the  township  of  West  X.Y.Z., 
which  places  will  be  its  termini,  and  its  length  will  be  ten  miles. 

Fifth.  The  counties  of  E.  and  O.  are  the  names  of  each 
county  in  which  any  part  of  it  is  to  be  located. 

Sixth.  The  amount  of  the  capital  stock  shall  be  $20,000. 

Seventh.  The  number  of  shares  into  which  the  capital  stock 
is  to  be  divided  shall  be  400  shares. 

Eighth.  The  capital  stock  shall  consist  of  300  shares  of 
common  stock  and  100  shares  of  preferred  stock,  and  the  latter 
shall  be  entitled  to  a  two  per  cent,  dividend  out  of  the  net 
earnings  before  a  dividend  shall  be  declared  on  the  former. 

Ninth.  The  names  and  post  office  addresses  of  the  directors 
of  the  corporation  who  shall  manage  its  affairs  for  the  first 
year  are  as  follows,  namely: 

NAME.  P.  O.  ADDRESS. 

1.  John  U.  Robertson . New  York. 

2.  C.  D.  Wyman .  “  “ 

3.  D.  B.  Hasbrouck .  “ 

4.  Geo.  W.  Linch .  “ 

5.  Fred.  F.  White .  “  “ 

6.  J.  E.  Rugg .  “ 

7.  Thomas  H.  McLean .  “  “ 

8.  John  N.  Partridge . . Brooklyn,  N.  Y. 

9.  Wm.  J.  Richardson . 


35° 


STREET  RAILWAYS. 


Tenth.  The  place  where  its  principal  office  is  to  be  located 
is  the  city  of  X.  Y.  Z.  county  of  O. 

Eleventh.  The  name  and  post  office  address  of  each  sub¬ 
scriber,  and  the  number  of  shares  of  stock  he  agrees  to  take  in 
such  corporation  are  subscribed  to  this  certificate. 

In  witness  whereof,  we  have  executed  and  acknowledged 
this  certificate  in  duplicate,  and  have  hereunto  subscribed  our 
respective  names,  post  office  addresses,  and  the  number  of 
shares  of  stock  we  severally  agree  to  take  in  such  corporation. 

Dated  the . day  of . 186  . 


NAME.  P.  O.  ADDRESS. 


NO.  OF  SHARES 
SUBSCRIBED. 


1.  John  Harris . 50  shares. 

2.  J.  W.  McNamara . 50  “ 

3.  John  H.  Robertson . 20  “ 

4.  Wm.  J.  Richardson . 15  “ 

5.  G.  B.  Kerper . 25  “ 

6.  F.  M.  Eppley . 10  “ 

7.  C.  D.  Wyman . 20  “ 

8.  C.  B.  Holmes . 25  “ 

9.  W.  A.  Smith . 40  “ 

10.  D.  B.  Hasbrouck . 30  “ 

11.  Thomas  Lowry . 40  “ 

12.  John  N.  Partridge . 20  “ 

13.  H.  H.  Littell . 30  “ 

14.  Thomas  H.  McLean . 15  “ 

15.  Henry  M.  Watson . 10  “ 


State  of. 

County  of. 

On  this . day  of . .  one  thousand 

eight  hundred  and . before  me  personally  came 

[name  all  the  subscribers^  to  me  known,  and  known  to  be  the 
persons  described  in  and  who  made  and  signed  the  foregoing 
certificate,  and  severally  duly  acknowledged  to  me  that  they 
had  made,  signed  and  executed  the  same  for  the  uses  and  pur¬ 
poses  therein  set  forth. 


Notary  Public. 
. County. 


State  of. 

County  of, 

J.  R.,  C.  D.  W.  and  D.  B.  H.,  being  severally  duly  sworn, 
each  for  himself,  deposes  and  says,  that  he  is  a  director  named 
in  the  foregoing  certificate  of  incorporation;  that  at  least 
$1,000  of  capital  stock  for  every  mile  of  road  intended  to  be 
built  has  been  subscribed  thereto  that  at  least  ten  per  cent,  of 
such  subscription  has  been  paid  in  good  faith,  and  in  cash,  to 
the  directors  named  in  the  certificate,  and  that  it  is  intended  in 


good  faith  to  build,  maintain  and  operate  the  road  mentioned 
therein. 

Severally  sworn  to  before  me,  this) 

. day  of . 189  J 


Notary  Public, 
. County. 

State  of . ) 

Office  of  the  Secretary  of  State.) 

I  have  compared  the  preceding  with  the  original  articles  of 
association  of  the  X.  Y.  Z.  Cross  Town  &  Broomfield  Railroad 
Co.  of  X.  Y.  Z. ,  with  affidavit  and  acknowledgment  thereto 
annexed,  filed  and  recorded  in  this  office  on  the  first  day  of 

. 189  ,  and  hereby  certify  the  same  to  be  a  correct 

transcript  therefrom  and  the  whole  of  said  original. 

Witness  my  hand  and  seal  of  the  Secretary  of  State,  at  the 
City  of . this . day  of . .  189  . 

F.  D.  Russell, 

Secretary  of  State. 

In  case  it  is  proposed  to  change  a  route,  the 
president  and  secretary  of  a  company  are  required 
to  make  and  execute  a  proper  certificate  of  such 
alterations  or  change  of  route  and  to  file  the  same 
certificate  in  the  same  manner  as  the  enjoined  cer¬ 
tificate,  together  with  a  survey  and  map  of  the 
proposed  changes. 

Most  state  laws  provide  for  the  consolidation  of 
corporations  operating  different  lines  by  mutual 
agreement.  The  capital  stock  and  franchise  of  the 
two  corporations  may  be  merged  and  consolidated 
under  certain  conditions  usually  carefully  stated  in 
the  law.  Such  a  consolidation  is  not  regarded  as  a 
partnership,  but  is  entirely  a  new  corporation  and 
liable  to  an  organization  or  franchise  tax.  The 
usual  form  of  such  agreement  is  too  long  to  be 
given  in  this  connection. 

Some  of  the  general  provisions  relating  to  the 
construction  and  operation  of  street  railways  quoted 
from  the  same  state  laws  as  above,  are  as  follows  : 
Before  a  line  can  be  built,  extended  or  operated, 
the  consent  in  writing  of  the  owners  of  one-half  in 
value  of  the  property  bounded  on  the  proposed 
line,  must  be  obtained.  This  consent  must  be 
acknowledged  and  recorded  the  same  as  deeds  are. 

The  following  is  a  form  of  consent  in  common 
use,  although  not  modelled  after  the  laws  above 
quoted  : 


CHARTER— FRANCHISE— STOCKS  AND  BONDS. 


351 


Know  all  Men  by  these  Presents  : 

The  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway  Co.,  a  cor¬ 
poration  duly  organized  under  the  laws  of  the  State  of  M.  N. , 
desires  to  extend  its  present  railway  tracks  and  business  within 
the  township  of  M.,  as  follows  : 

Commencing  on  the  X.  Y.  Z.  road  at  the  boundary  line  be¬ 
tween  the  townships  of  B.  and  M.  respectively,  and  running 
from  thence  northerly  through  the  centre  or  side  of  said 
X.  Y.  Z.  road  to  Elm  Street  in  the  township  of  M. 

Also  *  *  * 

Also  *  *  * 

The  consent  for  this  extension  is  requested  for  the  purpose 
of  constructing,  maintaining  and  operating  a  street  railway  in 
the  aforesaid  streets  or  portions  of  streets  or  highways  for  the 
transportation  of  passengers  and  their  property,  pursuant  to 
the  statutes  in  such  cases  made  and  provided. 

The  undersigned  respectfully  asks  that  you  will  grant  unto 
it  your  written  consent,  duly  executed,  to  construct,  maintain 
and  operate  its  railway  through  such  streets  and  highways,  or 
portions  of  the  same,  upon  which  your  property  fronts,  for  the 
uses  and  purposes  hereinbefore  expressed. 

Very  respectfully, 

The  X.  Y.  Z  Cross  Town  &  Broomfield  Railway  Co., 

Henry  Martin,  Pres. 

Now,  Therefore,  I,  Wm.  Jones, 
having  read  the  above  request,  and  in  consideration  of  the 
the  sum  of  one  dollar  lawful  money  of  the  United  States  to  me 
in  hand  paid,  the  receipt  whereof  is  hereby  acknowledged,  do 
for  myself,  my  heirs,  legal  representatives  and  assigns,  con¬ 
sent,  covenant  and  agree  that  the  aforesaid  company  may  ex¬ 
tend,  construct,  maintain  and  operate  its  said  railway  in  and 
through  the  street  or  streets  or  highway  fronting  on  and  ad¬ 
joining  my  premises  ;  a  description  of  my  property  being  as 
follows  : 

Having  a  frontage  of  134  ft.  on  the  east  side  of  X.  Y.  Z.  road. 

Provided,  however,  that  the  aforesaid  railway  company 
will  construct,  maintain  and  operate  its  road  or  extension  or  a 
part  thereof  within  two  years  from  the  date  hereof  ;  and 
further  : 

Provided,  that  said  company  will  comply  with  the  statute 
of  this  State,  as  well  as  with  the  conditions  imposed  by  the 
municipal  authorities. 

In  Witness  Whereof,  I  have  hereunto  set  my  hand  and 
seal  this  twenty-fifth  day  of  January,  one  thousand  eight  hun¬ 
dred  and  eighty-nine. 

Witness 

John  Hopkins  William  Jones. 

(Seal.) 

State  of . ) 

County  of . ) 

Be  it  remembered  that  on  the  sixteenth  day  of  February, 
1889,  personally  appeared  before  the  subscriber,  a  Notary 
Public  of  the  State  of . .  John  Hopkins,  who  being 


duly  sworn  according  to  law,  on  his  oath,  saith  that  he  saw  the 
said  William  Jones,  the  within  named  grantor,  sign,  seal  and 
deliver  the  within  indenture  as  his  voluntary  act  and  deed,  and 
that  he,  the  said  John  Hopkins  subscribed  his  name  to  the 
same,  at  the  same  time  as  an  attesting  witness. 

Sworn  and  subscribed  before  me, 

Oscar  Manley,  John  Hopkins. 

Notary  Public  of  State  of . 

In  case  the  consent  of  property  owners  cannot 
be  obtained,  application  may  be  made  to  any  gen¬ 
eral  term  of  the  Supreme  Court,  in  the  State  of 
New  York,  for  the  appointment  of  commissioners 
to  determine  whether  such  railroad  ought  to  be 
constructed,  and  their  determination,  after  due 
public  hearing,  may  be  taken  in  lieu  of  the  consent 
of  property  owners. 

In  large  cities  having  a  population  above  a  cer¬ 
tain  figure,  the  same  laws  provide  that  every  rail¬ 
road  company  during  the  first  five  years  shall  pay 
annually  into  the  treasury  of  the  city  in  which  the 
road  is  located,  three  per  cent,  of  its  gross  receipts, 
and  after  the  expiration  of  five  years  a  like  annual 
payment  of  five  per  cent. 

The  consent  of  municipal  authorities  must  also 
be  procured,  and  application  for  such  consent  must 
be  made  in  writing,  and  the  authorities,  before  act¬ 
ing  thereon,  must  give  public  notice  when  the  ap¬ 
plication  will  be  considered,  by  advertising  in  the 
local  papers,  at  least  fourteen  days  before  the  first 
action  is  taken.  In  cities  having  over  a  certain 
number  of  inhabitants  the  consent  of  the  munici¬ 
pal  authorities  must  contain  the  condition  that  the 
franchise  shall  be  sold  at  public  auction  to  the  bid¬ 
ders  who  will  agree  to  give  the  city  the  largest 
percentage  per  annum  of  the  gross  receipts  of  the 
corporation,  with  a  bond  and  such  sureties  as  may 
be  required.  The  bidder  in  each  case  to  be  a  duly 
incorporated  railroad  corporation  of  the  state  and 
organized  to  construct  and  operate  a  railroad  in 
that  particular  city. 

Regarding  the  use  of  the  tracks  of  other  roads, 
the  same  law  provides  that  for  certain  purposes  and 
under  certain  conditions,  in  all  except  one  city,  the 
cars  of  one  line  may  be  run  not  to  exceed  500  ft. 
upon  the  track  of  another  line,  by  paying  such 
compensation  as  can  be  agreed  upon. 


352 


STREET  RAILWAYS. 


Steam  roads  may  be  crossed  by  street  railway 
lines  by  mutual  consent.  The  agreement  usually 
fixes  a  stated  sum  which  shall  be  paid  annually  by 
the  street  railway  company  for  such  privilege.  The 
following  is  a  form  of  agreement  between  street 
and  steam  roads  securing  the  privilege  of  crossing 
the  latter : 

This  Agreement,  made  on  the  tenth  day  of  June,  a.  d., 
eighteen  hundred  and  eighty-seven,  between  the  A.  B.  C.  &  W. 
Railway  Co.,  hereinafter  designated  as  the  A.  B.  C.  Co.,  of  the 
first  part,  and  the  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway 
Co.,  of  the  second  part,  witnesseth  : 

That  the  said  parties  do  hereby  agree  as  follows,  to  wit : 

First.  The  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway  Co. 
may  lay  and  maintain  their  single  track  street  railway  across 
the  present  track  of  the  A.  B.  C.  Co.  or  any  other  track  or 
tracks  thereof  which  may  hereafter  be  built  in  C  Street  in  the 
city  of  X.  Y.  Z.  The  word  “  crossing,”  whenever  it  occurs  in 
this  contract,  shall  be  held  and  understood  to  mean  a  space  of 
seven  feet  in  width  running  at  right  angles  to  the  lines  of  the 
said  track  or  tracks. 

Second.  The  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway 
Co.  shall  pay  all  the  expenses  of  laying  and  maintaining  the 
said  track  in  such  manner  as  shall,  from  time  to  time,  be  best 
adapted  to  secure  safety  in  its  operation,  and  under  the  super¬ 
vision  and  direction  of  the  A.  B.  C.  Co.  ;  and  shall  restore  to 
its  former  condition  any  such  track  or  tracks  of  the  said  A.  B. 
C.  Co.  displaced  in  constructing  the  crossing  ;  work  to  be  com¬ 
menced  within  three  days  after  the  execution  of  this  contract. 

Third.  The  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway  Co. 
will  stop  all  their  cars  at  or  before  reaching  the  said  crossing 
for,  at  least,  ten  seconds  and  sufficiently  to  ascertain  if  there  is 
any  danger  in  crossing,  and  will  stop  no  car  on  the  said  crossing. 

Fourth.  The  A.  B.  C.  Co.  may,  if  it  sees  fit,  do  any  reason¬ 
able  work,  construction  or  repairs  to  the  said  crossing  which 
the  said  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway  Co.  shall 
fail  to  do,  and  which  shall  be  necessary  or  advisable  to  be  done 
for  the  safe  operation  of  the  said  crossing  ;  and  the  expenses 
thereof  shall  be  payable  by  the  X.  Y.  Z.  Cross  Town  &  Broom¬ 
field  Railway  Co.  to  the  A.  B.  C.  Co.  on  demand. 

Fifth.  That  the  X.  Y.  Z.  Cross  Town&  Broomfield  Railway 
Co.  shall  pay  to  the  A.  B.  C.  Co.  two  hundred  dollars  annually, 
but  in  quarterly  payments,  towards  the  wages  of  a  competent 
flagman,  during  week  days,  at  the  crossing  of  the  A.  B.  C.  Co. 
at  C  Street,  during  the  night,  between  the  hours  of  half  past 
seven  o’clock  and  the  time  of  the  night  when  the  last  car  of  the 
X.  Y.  Z.  Cross  Town  &  Broomfield  Railway  Co.  shall  cross  the 
tracks  of  the  A.  B.  C.  Co.  at  C  Street.  This  flagman  is  the 
servant  of  the  A.  B.  C.  Co., and  not  the  servant  of  the  X.Y.  Z. 
Cross  Town  &  Broomfield  Railway  Co. 


Sixth.  The  A.  B.  C.  Co.  agrees  that  whenever  the  X.  Y.  Z. 
Cross  Town  &  Broomfield  Railway  Co.  desires  to  place  electric 
wires  across  the  tracks  of  the  A.  B.  C.  Co.  for  the  purpose  of 
operating  the  cars  of  the  X.  Y.  Z.  Cross  Town  &  Broomfield 
Railway  Co.  by  an  electric  motor,  the  A.  B.  C.  Co.  will  inter¬ 
pose  no  objection  or  hindrance  thereto,  and  will,  if  necessary 
therefor,  change  its  single  gate  on  each  side  of  the  C  Street 
crossing  to  double  gates,  so  that  the  operation  of  the  gates  will 
not  interfere  with  said  electric  wires,  but  the  X.  Y.  Z.  Cross 
Town  &  Broomfield  Railway  Co.  is  to  place  and  at  all  times 
keep  and  maintain  said  electric  wires  at  a  height  of  twenty-two 
feet  above  the  top  of  the  rails  of  said  railroad  tracks  of  the  A. 
B.  C.  Co. 

Seventh.  It  is  mutually  agreed  that  this  contract  shall  not 
impair  or  in  any  way  affect  any  of  the  legal  or  equitable  rights 
of  either  of  the  said  companies  as  they  would  exist  if  this  con¬ 
tract  had  not  been  made,  except  so  far,  and  so  far  only,  as  each 
company  has  agreed  herein. 

In  witness  whereof,  each  of  said  corporations  has  hereunto 
caused  its  president  to  sign  the  same  and  affix  the  corporate 
seal  of  said  company.  All  done  the  day  and  year  first  above 
written. 

[seal.]  The  A.  B.  C.  &  W.  Railway  Co., 

by  John  Brown,  President. 

The  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway  Co. 
Attest,  by  Henry  Martin,  President. 

Wm.  Jones,  Secretary. 

The  repair  of  streets,  rates  of  speed  and  the  re¬ 
moval  of  ice  and  snow  are  usually  left  for  the  local 
authorities  to  regulate  by  ordinance  or  resolution. 
But  in  the  laws  above  quoted  the  state  requires 
every  corporation  to  keep  in  repair  the  street  be¬ 
tween  its  tracks,  the  rails  of  its  tracks  and  two  feet 
in  width  outside  of  its  track,  under  the  supervision 
of  the  local  authorities.  As  to  motive  power  the 
same  laws  provide  that  any  surface  road  may  be 
operated  by  animal  or  mechanical  power  other 
than  locomotive  steam  power,  which  may  be  ap¬ 
proved  by  the  state  board  of  railroad  commission¬ 
ers,  and  consented  to  by  the  owners  of  one-half  of 
the  property  bounded  on  the  line.  The  laws  above 
quoted  also  provide  that  only  one  fare  ot  five  cents 
shall  be  charged  for  one  continuous  ride  from  any 
point  on  the  line  or  branch  operated  by  the  same 
corporation.  The  right  is  also  reserved  by  the 
legislature  to  regulate  and  reduce  the  rate  of  fare 
on  any  road. 


CHARTER— FRANCHISE— STOCKS  AND  BONDS. 


353 


In  some  cases  also  state  laws  designate  the  char¬ 
acter  of  the  persons  to  be  employed  as  drivers  or 
conductors  or  in  any  other  capacity,  and  require 
that  such  employe  shall  wear  a  badge  which  shall 
indicate  his  office  or  employment. 

A  state  board  of  railroad  commissioners  has  been 
established  by  legislative  action  in  several  of  the 
states.  These  commissioners  are  usually  appointed 
by  the  governor,  and  in  some  cases  are  paid  from 
funds  derived  by  a  special  assessment  on  all  rail¬ 
way  corporations.  In  such  states  every  railroad 
corporation  is  required  to  make  quarterly  and  an¬ 
nual  reports  of  their  financial  condition  and  details 
of  operation,  to  the  board  of  railroad  commission¬ 
ers,  according  to  prescribed  forms. 

The  authority  of  the  railroad  commissioner  over 
railway  corporations,  in  addition  to  the  particulars 
already  noted  regarding  a  change  in  motive  power, 
also  extends  in  some  cases  to  designating  the  type 
of  rail  to  be  used  and  the  adoption  of  safety  appli¬ 
ances. 

The  municipal  regulations  relative  to  street  rail¬ 
way  corporations  or  companies  differ  still  more 
widely  than  those  imposed  by  state  authority,  so 
much  so  that  no  standard  form  of  an  ordinance 
granting  a  franchise  can  be  given. 

Fratichise  and  liberty  are  synonymous  terms  ac¬ 
cording  to  Blackstone,  but  from  the  restrictions 
often  imposed  by  municipal  authorities  one  would 
infer  that  the  element  of  liberty  had  been  well  nigh 
eliminated  from  franchises. 

The  following  copy  of  an  ordinance  is  given,  to 
serve  as  a  basis  of  comparison  and  may  be  regarded 
as  a  model,  as  it  contains  few  unreasonable  re¬ 
quirements. 

Copy  of  Ordinance. 

AN  ORDINANCE  RELATING  TO  THE  X.  Y.  Z.  CROSS 
TOWN  &  BROOMFIELD  RAILWAY  COMPANY. 

Be  it  ordained  by  the  Common  Council  of  the  City  of  X.  Y. 
Z.,  as  follows: 

Sec.  I.  That  “  The  X.  Y.  Z.,  Cross  Town  &  Broomfield 
Railway  Co. a  corporation  incorporated  under  a  certain  act 
of  the  Legislature  of  the  State  of  M.  N.,  entitled  “An  Act  to 
Provide  for  the  Incorporation  of  Street  Railway  Companies 
and  to  Regulate  the  Same,”  approved  April  sixth,  A  D., 
eighteen  hundred  and  eighty-six,  is  hereby  granted  the  right  to 


construct,  maintain  and  operate  a  street  railway  for  the  trans¬ 
portation  of  passengers  upon  the  following  described  location 
of  the  route  of  its  tracks,  within  the  bounds  of  said  city;  that 
is  to  say,  upon  the  certain  route  :  Beginning  at  a  point  on 
Washington  Street  on  the  boundary  lines  between  the  City  of 
X.  Y.  Z.  and  township  of  West  X.  Y.  Z.,  running  from  thence 
southeasterly  along  and  through  the  centre  of  Washington 
Street  by  single  track  and  turnouts  into  Day  Street  in  the  City 
of  X.  Y.  Z. 

Also,  continuing  southwesterly  along  and  through  the  cen¬ 
tre  of  Day  Street  by  single  track  and  turnouts  to  M.  Street  in 
the  City  of  X.  Y.  Z. 

Also,  continue  across  M.  Street  and  across  the  tracks  of  the 
A.  &  X.  Y.  Z.  Horse  Car  Railroad  by  single  track  and  turnouts 
to  C.  Street  in  the  City  of  X.  Y.  Z. 

Also  *  *  * 

Also  *  *  * 

Also,  continuing  southwesterly  along  and  through  the  centre 
of  Scotland  Street  by  single  track  and  turnout  to  its  present 
termination  at  or  near  Highland  Avenue  railway  station,  in  the 
City  of  X.  Y.  Z.,  underand  subject  to  the  certain  restrictions 
and  regulations  hereinafter  ordained  ;  the  same  being  such  re¬ 
strictions  and  regulations  as  the  said  Common  Council  hereby 
deem  and  ordain  to  be  required  for  the  public  interest  and  con¬ 
venience  ;  as  well  as  subject  to  such  further  reasonable  regu¬ 
lations  as  may  be  hereafter  ordained  by  said  Council  under  and 
by  said  virtue  of  the  aforesaid  act,  or  as  shall  be  applicable 
to  all  of  the  horse  railroads  in  said  city. 

Sec.  2.  The  grant  hereby  made  is  under  the  following  re¬ 
strictions  and  regulations,  to  wit : 

I.  There  shall  be  only  a  single  track  laid,  and  that  shall 
be  upon  the  middle  of  each  street,  except  where  the  Common 
Council  shall,  by  resolution,  otherwise  expressly  determine  ; 
but  there  may  be  as  many  turnouts  and  switches  as  shall  be  re¬ 
quired  ;  provided  that  no  turnout  shall  be  more  than  150  ft.  in 
length  ;  nor  within  500  ft.  of  any  other  turnout  on  the  same 
street  ;  nor  within  150  ft.  of  any  street  corner  ;  nor  in  M.  and 
C.  Streets,  between  the  northerly  line  of  said  M.  Street  and 
the  corner  of  R.  Street  ;  and  provided  also,  that  every  turnout 
shall  be  laid  equally  on  each  side  of  said  middle  line  of  the 
street  ;  and  that  such  tracks  shall  be  of  the  same  gauge  as 
that  of  the  X.  Y.  Z.  &  N.  Horse  Car  Railroad  Co. 

II.  The  railsto  be  used  for  said  railroad  shall  be  of  steel,  and 
of  the  kind  or  pattern  now  in  use  by  the  X.  Y.  Z.  &  N.  Horse 
Car  Railroad  Co.,  within  the  limits  of  the  City  of  X.  Y.  Z.,  and 
the  sleepers,  ties,  chairs  and  spikes  shall  severally  be  of  the 
best  quality  of  their  respective  kinds  ;  and  both  material  and 
workmanship  shall  be  subject  to  the  inspection  and  approval  of 
the  Committee  on  Railroads  of  said  Common  Council  ;  and  said 
railroad  shall  not  be  operated  for  the  transportation  of  passen¬ 
gers,  and  fares  be  collected  therefrom,  until  so  approved  and 
accepted  by  said  Committee,  ora  majority  of  them,  in  writing. 


354 


STREET  RAILWAYS. 


III.  The  spaces  between  the  rails  of  the  tracks,  switches 
and  turnouts,  and  between  the  tracks  of  the  turnouts,  shall  be 
paved  with  cobble  stone  of  medium  size  and  of  good  quality, 
and  to  the  satisfaction  of  both  the  Street  Committee  and  the 
Committee  on  Railroads  of  said  Common  Council,  or  a  ma. 
jority  of  each  of  them,  before  the  said  railroad  shall  be  operated 
for  the  transportation  of  passengers,  and  fares  be  collected 
thereon  ;  provided,  that  the  best  quality  of  Belgian  blocks  shall 
be  used  instead  of  cobble  stones  on  D.  and  C.  Streets,  between 
the  lines  of  W.  Street  and  the  M.  &  E.  Railroad  ;  and  provided 
also,  that  the  cobble  stones  shall  be  removed  and  Belgian 
blocks  of  good  quality  be  substituted  therefor  along  the  whole 
remaining  line  of  said  track,  and  switches  and  turnouts  within 
four  years  next  after  said  railroad  shall  go  into  operation  as 
aforesaid  ;  such  change  to  be  made  to  the  satisfaction  of  the 
said  two  committees  or  a  majority  of  each  of  them  ;  and  pro¬ 
vided  also,  that  all  macadam  or  broken  stone  excavated  or  dis¬ 
placed  in  the  streets  as  aforesaid  shall  be  the  property  of  the 
city. 

IV.  The  said  space  between  the  rails  and  between  the 
tracks,  and  a  space  of  the  width  of  eighteen  inches  on  each 
side  of  the  tracks  on  unpaved  streets,  shall  be,  at  all  times,  kept 
and  maintained  in  good  order  and  repair  by  and  at  the  expense 
of  said  company,  and  to  the  satisfaction  of  the  Street  Commis¬ 
sioner  and  Street  Committee  ;  or,  if  not  so  kept  and  maintained, 
the  repairs  thereto  may  be  made  by  or  under  the  direction  of 
said  Committee,  and  to  their  satisfaction,  and  the  expense 
thereof  shall  be  paid,  on  demand,  by  said  company  to  said 
city  ;  provided,  the  said  Street  Committee,  or  a  majority  of 
them,  shall  give  at  least  ten  days’  notice,  in  writing,  of  their 
intention  to  make  such  repairs,  the  said  notice  to  be  served 
upon  any  officer  or  employe  of  said  company  who  may  be 
found  at  their  office  or  stables. 

V.  The  company,  shall,  in  laying  its  tracks,  switches  and 
turnouts  conform,  in  all  cases,  to  the  grade  lines  of  the  streets, 
as  now  established,  or  as  they  may  hereafter  be  changed  or 
established  by  the  Common  Council  ;  and  said  company  shall, 
in  case  of  any  such  change  of  grade,  conform  thereto,  and  alter 
such  tracks,  switches  and  turnouts  at  their  own  expense,  and 
without  unnecessary  delay  and  under  the  direction  of  said 
Street  Committee,  or,  in  case  of  default,  the  said  Street  Com¬ 
mittee  shall  make  such  a  change,  or  cause  the  same  to  be  made, 
and  the  expenses  thereof  shall  be  paid,  on  demand,  by  said 
company  to  said  city  ;  provided,  ten  days’  notice  of  the  Com¬ 
mittee’s  intention  to  make  such  change  shall  be  given  and 
served  in  the  same  manner  as  in  case  of  repairs  as  aforesaid. 

VI.  In  passing  over  the  gutters  of  any  cross  street  where 
the  bottom  of  such  gutters  is  or  may  be  below  the  grade  line  of 
such  railroad,  the  rails  shall  be  securely  laid  and  fastened  upon 
iron  bridges  of  the  most  approved  pattern  ;  and  such  bridges 
shall  be  extended  on  each  side  of  the  track  or  tracks  to  the  gut¬ 


ter  line  of  the  street  in  which  said  track  or  tracks  is  or  are 
laid  ;  the  bridges  and  work  to  be  subject  to  the  inspection  and 
approval  of  said  Committee  on  Railroads,  in  every  particular. 

VII.  During  the  construction  of  said  railroad  no  unnecessary 
hindrance  or  obstruction  to  ordinary  travel  upon  any  such 
street  or  streets  shall  be  permitted  ;  and  if  any  accident  or 
other  casualty  shall  happen  or  occur  at  any  time,  to  any  person 
or  property,  because  or  by  reason  of  any  work  connected  with 
such  construction  of  said  railroad,  or  afterwards  because  or  by 
reason  of  any  operation  thereof,  or  through  the  carelessness  or 
negligence  of  any  of  the  company’s  officers  or  servants,  agents 
or  employes,  the  said  company  shall  be  liable  therefor,  and 
shall  idemnify  and  save  said  city  harmless  from  all  cost,  loss  or 
damage  by  reason  thereof. 

VIII.  The  carriages  to  be  used  on  said  railroad  shall  be 
drawn  or  propelled  by  horses  or  mules,  and  not  otherwise  ; 
and  no  such  carriage  shall  be  drawn  or  propelled  thereon  at 
higher  speed  than  at  the  rate  of  eight  miles  per  hour  :  and  it 
shall  be  the  duty  of  the  conductors  and  drivers,  and  each  of 
them,  to  have  bells  hung  upon  such  horses  or  mules,  and  to  give 
other  timely  notice  of  the  approach  of  such  carriages  to  pedes¬ 
trians  and  the  drivers  of  other  vehicles  ;  and  for  a  violation  of 
either  of  the  provisions  in  this  sub-section  contained,  the  said 
company  shall  pay  to  the  said  city  the  penalty  of  twenty  dollars 
for  each  and  every  offense,  besides  being  liable  for  any  dam¬ 
age  or  injury  occasioned  thereby  ;  and  such  carriages  shall  be 
constructed  with  a  commodious  platform  or  platforms  that  will 
provide  ample  room  for  the  passengers  getting  on  or  off  the 
same,  and  of  a  pattern  to  be  approved  by  the  Committee  on 
Railroads. 

IX.  No  carriage  belonging  to  said  company  shall  be  allow¬ 
ed  to  stand  in  or  obstruct  any  cross  street,  or  stand  upon  any 
cross  walk  for  any  purpose  whatever,  or  to  stand  or  remain 
in  one  position  upon  any  street  for  more  than  five  minutes  at 
any  one  time,  except  when  said  carriages  shall  be  unavoidably 
obstructed  or  detained  without  the  fault  and  negligence  of  said 
company,  or  any  of  its  officers,  servants,  agents  or  employes, 
under  the  penalty  of  five  dollars,  to  be  paid  by  said  company  to 
said  city  for  each  and  every  offence. 

X.  The  rate  of  fare  for  the  transportation  of  any  single  pas¬ 
senger  over  the  age  of  twelve  years,  upon  any  railroad,  shall 
not  exceed  five  cents  for  any  distance  in  any  one  trip  between 
the  termini  of  the  road. 

XI.  The  said  company  shall,  within  thirty  days  next  after 
the  said  railroad  shall  be  put  in  operation  as  aforesaid,  pay,  or 
cause  to  be  paid,  unto  the  collector  of  taxes  for  said  city,  for 
the  use  of  said  city,  a  license  fee  for  each  and  every  carriage 
then  running  upon  said  railroad  for  the  transportation  of  pas¬ 
sengers  as  aforesaid;  and  a  license  fee  for  each  and  every  car¬ 
riage  to  be  afterwards  placed  upon  the  said  railroad  for  the 
purpose  aforesaid  shall  be  paid  as  aforesaid,  within  thirty  days 


CHARTER— FRANCHISE— STOCKS  AND  BONDS. 


355 


next  thereafter  ;  and  all  such  licenses  shall  expire  and  be  re¬ 
newed  for  the  term  of  one  year,  on  the  first  day  of  every  month 
of  January  thereafter  ;  and  such  license  fees  shall  be  at  the  rate 
of  five  dollars  per  annum  for  each  and  every  carriage  for  the 
first  five  years  that  said  railroad  shall  be  operated,  and  subse¬ 
quently,  at  the  rate  ot  twenty  dollars  per  annum  for  each  and 
every  carriage  for  every  year  thereafter  ;  and  no  such  carriage 
shall  be  allowed  to  be  used  upon  said  railroad  for  more  than 
thirty  days  as  aforesaid,  without  having  a  proper  certificate  of 
license,  duly  signed  by  the  Mayor  and  said  collector  of  taxes 
of  said  city,  conspicuously  displayed  therein,  under  a  penalty  of 
twenty  dollars,  to  be  paid  by  said  company  to  said  city  for 
each  and  every  offense. 

XII.  The  said  company  and  its  officers,  servants,  agents  or 
employes  shall  not,  nor  shall  any  or  either  of  them,  be  allowed 
to  shovel,  throw  or  place  any  snow,  ice  or  slush,  alongside  the 
said  track  or  tracks,  in  any  street  or  streets,  in  such  manner  as 
to  obstruct  other  public  travel  therein  ;  but,  when  removing 
the  snow,  ice  or  slush  from  said  track  or  tracks,  the  said  com¬ 
pany,  or  its  said  officers,  servants,  agents  or  employes,  shall 
cause  the  same  to  be  immediately  levelled  between  the  said 
track  or  tracks  and  the  gutter  lines  of  each  side  thereof  ;  under 
the  penalty  of  twenty  dollars  to  be  paid  by  said  company,  or 
by  any  of  its  said  officers,  servants,  agents  or  employes  so  of¬ 
fending,  to  said  city  for  each  and  every  offense. 

XIII.  The  said  city  reserves  the  right  to  dig  or  excavate  in 
or  open  any  such  street  in  which  said  railroad  shall  be  so  con¬ 
structed,  for  the  purpose  of  laying,  examining,  repairing  or 
replacing  any  water  or  sewer  pipe  or  pipes,  or  making  or  shut¬ 
ting  off  any  connection  therewith,  or  for  the  purpose  of  making 
any  other  public  improvement,  or  of  doing  any  other  public 
work,  of  any  kind  whatsoever  ;  and  the  said  company  shall  not 
have  any  recourse  against  said  city  therefor,  for  damages  or 
otherwise,  because  of  any  detention  or  obstruction  to  the  travel 
upon  said  railroad  arising  therefrom. 

XIV.  If  the  said  company  shall  fail  to  build  or  construct  the 
whole  of  said  railroad,  with  its  said  turnouts  and  switches,  in 
manner  aforesaid,  and  to  put  the  same  in  full  and  complete  op¬ 
eration  for  the  transportation  of  passengers,  within  one  year 
next  after  the  passage  of  this  ordinance,  or  shall  afterwards 
fail  or  neglect  to  operate  the  same  as  aforesaid,  daily  and  every 
day,  for  the  space  of  three  consecutive  months,  all  the  rights, 
powers  and  privileges,  and  every  of  them,  of  said  company, 
their  successors  or  assigns,  under  and  by  virtue  of  this  ordi¬ 
nance,  shall  thereupon  cease  and  determine,  and  this  ordinance 
shall  become  null  and  void,  so  far  as  the  grant  of  any  such 
right,  power  or  privilege  to  said  company  is  concerned  ;  and, 
in  either  of  such  cases,  the  Common  Council  expressly  reserves 
the  right  to  cause  the  said  railroad,  or  any  part  or  parts  there¬ 
of,  so  constructed,  to  be  removed  from  said  street  or  streets, 
or  any  of  them,  and  to  sell  and  dispose  of  the  materials  thereof, 


by  public  auction,  and,  after  paying  all  the  expenses  of  such 
removal  and  sale  and  of  repairing  the  street  or  streets,  and  of 
restoring  the  same  as  nearly  as  possible  to  its  or  their  original 
condition,  to  pay  the  balance  of  the  proceeds  of  such  sale  to  the 
said  company,  or  its  successors  or  assigns,  provided,  that  no 
notice  of  such  sale  shall  be  required  to  be  given,  other  than  an 
advertisement,  signed  by  the  city  clerk,  and  published  in  one 
or  more  newspapers  printed  and  published  in  said  city. 

XV.  The  said  company  shall  file  with  the  city  clerk, 
within  ninety  days  next  after  the  passage  of  this  ordinance, 
its  acceptance,  under  its  corporate  seal,  and  signed  by  its 
president,  of  the  terms  and  provisions,  restrictions  and  regu¬ 
lations  hereof,  and  every  of  them,  and,  in  default  thereof, 
it  shall  be  understood  and  held  that  it  declines  to  accept  the 
same,  and  thereupon,  all  rights,  powers  and  privileges,  to  it 
granted  hereby,  shall  forever  cease  and  be  at  an  end,  in  the 
same  manner  and  with  the  same  effect  as  if  this  ordinance  had 
never  been  passed. 

Approved  August  ,  188  . 

Franchises  may  be  perpetual  or  be  granted  for  a 
limited  number  of  years,  and  should  contain  pro¬ 
vision  for  renewal  or  extension.  In  some  cases  the 
city  agrees  to  purchase  the  plant  at  the  expiration 
of  the  franchise.  In  one  case  where  the  franchise 
runs  for  twenty  years,  the  agreement  is  that  at  the 
expiration  of  that  time  the  city  has  the  right  only  to 
purchase  the  railway  at  a  valuation  fixed  by  arbi¬ 
trators.  If  not  purchased  at  the  end  of  the  first 
twenty  years  the  agreement  runs  on  for  five  years 
longer,  the  city  having  the  same  privilege  at  the 
end  of  every  fifth  year. 

A  charter  may  be  perpetual  while  the  franchise 
is  limited. 

In  reference  to  taxes  and  charges  collected  by 
the  state  other  than  those  already  mentioned,  most 
lines  are  subject  to  a  tax  upon  all  real  estate,  the 
assessed  valuation  being  a  certain  proportion  to 
the  actual  value,  according  to  local  custom.  Some 
are  required  to  pay  a  tax  on  capital  stock,  without 
reference  to  dividends,  while  in  other  cases  this  tax 
is  made  contingent  on  dividends  paid.  The  tax¬ 
able  value  of  capital  stock  is  determined  in  various 
ways;  the  average  value  for  which  it  is  sold  during 
the  previous  year,  or  by  appraisement  by  the  presi¬ 
dent  and  treasurer. 

City  taxes  are  usually  assessed  against  railroad 
companies  on  real  estate,  the  tracks  being  some- 


356 


STREET  RAILWAYS. 


times  included  at  a  certain  valuation  per  mile,  from 
$2,000  to  $5,000,  based  upon  the  character  and  cost 
of  construction.  Sometimes  a  city  imposes  taxes 
on  earnings  in  lieu  of  all  other  taxes,  also  on  cap¬ 
ital  stock  and  on  dividends.  There  are  also  water 
rates  for  stables — usually,  so  much  per  horse — and 
also,  in  some  cases,  a  school  tax. 

As  to  paving  and  care  of  tracks  there  is  a  wide 
range  of  practice.  In  many  cities  no  requirements 
are  imposed,  while  others  require  the  street  to  be 
paved  between  and  outside  the  tracks  for  a  short 
distance,  as  before  noted,  while  a  few  require  the  rail¬ 
road  company  to  pave  and  keep  the  entire  street  in 
repair,  and  to  lay  flagging  at  the  cross  walks  (a 
manifest  injustice).  The  kind  of  pavement  is  some¬ 
times  specified,  but  not  always.  In  a  few  instances 
the  city  provides  the  material  and  the  company 
lays  it  and  keeps  it  in  repair,  while  others  furnish 
all  the  material  and  do  the  work,  but  charge  the 
railway  company  with  the  cost'  of  all  paving,  re¬ 
pairs  between  tracks  and  two  feet  outside. 

It  is  usually  required  that  the  pavement  be¬ 
tween  the  tracks  be  kept  clean  from  dirt  and 
snow,  while  in  a  few  instances,  in  the  far  North,  the 
companies  are  forbidden  to  remove  the  snow  even 
from  the  tracks,  but  are  required  to  provide  sleighs 
for  the  transportation  of  passengers.  In  some 
cities  the  companies  are  required  to  sprinkle  the 
pavement  in  summer  time.  Usually,  it  is  required 
that  the  floors  of  bridges  belonging  to  the  city  be 
kept  in  repair  by  the  companies  crossing  them. 

A  license  is  frequently  imposed  by  city  ordinance 
at  a  fixed  amount  on  each  car  per  annum,  in  addi¬ 
tion  to  the  above  taxes,  the  amount  ranging  from 
five  to  fifty  dollars.  Sometimes,  the  same  amount 
is  required  on  double  and  single  cars,  but,  usually, 
the  license  fee  for  single  cars  is  only  one-half  or 
two-thirds  that  for  double  cars.  The  license  is 
sometimes  imposed  upon  all  the  cars  belonging  to 
a  company,  whether  box  or  open,  and  every  other 
vehicle,  no  car  being  allowed  to  run  without  a 
license  attached.  In  other  cases  the  number  is  as¬ 
certained  by  the  number  of  full  days’  work  of  con¬ 
ductors  and  drivers,  or  by  counting  a  certain 
number  of  round  trips  as  a  day’s  work  and  365 


days  to  the  year.  The  number  running  at  any  one 
time,  in  some  cases,  is  the  basis  of  estimate,  and  the 
license  may  be  transferred  from  box  to  open  cars, 
and  vice  versa.  The  average  number  running  per 

t 

day  for  365  days,  in  some  cases,  forms  the  basis  of 
estimate,  while  in  others  a  certain  number  is  desig¬ 
nated  and  extras  or  extra  time  not  counted,  and 
no  deduction  is  made  when  the  number  is  re¬ 
duced,  on  account  of  snow  or  other  causes.  The 
largest  number  of  cars  in  use  on  any  one  day  is 
also  taken  as  a  basis. 

Manifestly,  the  most  equitable  basis  for  estimat¬ 
ing  the  license  fee  would  be  on  the  mileage,  count¬ 
ing  on  a  certain  number  of  round  trips  for  a 
day.  It  is  unfair  to  require  a  license  for  extra  cars 
that  may  be  run  only  once  or  twice  in  the  year. 

Other  restrictions  that  are  sometimes  imposed, 
both  by  state  and  city  authorities,  relate  to  sanding 
or  salting  the  tracks.  Sanding  is  usually  allowed, 
while  some  cities,  under  a  grossly  mistaken  idea 
that  salting  the  tracks  for  the  purpose  of  melting 
the  snow  is  injurious  to  the  health  of  men  and  ani¬ 
mals,  prohibit  it  under  various  penalties,  in  one 
instance  as  high  as  $500  for  each  offense. 

The  above  restrictions  are  cited,  not  with  a  view 
of  recommending  their  adoption  by  city  authori¬ 
ties  in  the  granting  of  franchises,  but  rather  to  indi¬ 
cate  the  injustice  that  is  frequently  done  to  street 
railway  corporations,  and  to  advise  that  as  few  of 
them  as  possible  be  imposed  upon  companies  seek¬ 
ing  to  operate  a  line  of  street  cars. 

Hundreds  of  cases  may  be  cited  to  show  that  the 
street  car  service  of  a  city  is  more  or  less  satisfactory 
to  the  public,  with  liability  to  friction  between  the 
contracting  parties,  in  proportion  as  the  policy 
adopted  by  the  local  authorities  in  dealing  with  the 
street  railway  companies  is  a  liberal  or  a  restricted 
one. 

It  is  a  commendable  practice  for  a  street  railway 
company  to  have  printed  in  convenient  form  for 
reference,  the  general  railroad  law  of  the  state,  if 
there  is  one,  or  the  various  acts  of  the  general  as¬ 
sembly  relating  to  railway  corporations,  together 
with  a  copy  of  the  articles  of  incorporation  or 
charter  and  copy  of  city  ordinances  relating  to 


CHARTER— FRANCHISE— STOCKS  AND  BONDS. 


the  company,  together  with  the  by-laws  of  the 
company. 

STOCKS 

Is  a  term  applied  to  the  shares  in  the  capi¬ 
tal  of  railroads  or  other  joint  stock  corporations, 
the  par  value  of  each  share  being  fixed  by  the 
articles  of  incorporation,  and  may  be  for  $10, 
$50,  $100  or  any  other  amount.  The  shares  are 
usually  represented  by  certificates,  which  may  be 
printed  in  more  or  less  elaborate  form,  and  bear 
upon  their  face  the  number  of  shares  which  they 
represent.  Shares  are  transferable  upon  assign¬ 
ment,  and  as  they  are  constantly  changing  hands  a 
record  of  transfer  is  usually  kept  upon  the  books 
of  the  corporation,  in  order  that  the  actual  stock¬ 
holders  may  at  any  time  be  shown.  All  stock 
should  be  registered  with  a  duly  designated  trust 
company  as  an  additional  guarantee  to  the  in¬ 
tegrity  of  the  stock,  and  as  a  safeguard  against  a 
possible  fraudulent  over  issue.  The  following  is 
the  usual  form  of  a  stock  certificate  : 

THE  P.  &  O.  STREET  RAILWAY  CO. 

This  Certifies  that  Richard  Roe  is  entitled  to 
Twenty  Shares  in  the  Capital  Stock  of  the  P.  &  O 
Street  Railway  Company,  transferable  on  the  books 
of  the  Company  by  the  holder  in  person  or  by  Attorney 
on  the  surrender  of  this  Certificate. 

In  Witness  Whereof,  the  said  Company  has  caused 
this  Certificate  to  be  signed  by  its  President  and  Secre¬ 
tary,  in  the  City  of  New  York ,  this  10th  day  of  Janu¬ 
ary,  1891. 

. President. 

. Secretary. 

Stocks  are  divided  into  two  classes,  dividend  and 
interest  stocks;  the  latter  are  usually  termed  bonds, 
and  will  be  described  presently  under  that  head. 

Dividend  stocks,  or  stocks  simply,  are  those 
which  call  for  a  dividend  of  the  net  earnings  of  the 
business,  and  are  secured  by  the  net  resources  and 
earning  capacity  of  the  business  or  enterprise 
which  they  represent.  They  fluctuate  in  value, 
usually  according  to  the  success  and  prospects  of 
the  business,  so  that  the  dividends  which  are  de- 


3*7 

dared  upon  the  shares  regulate,  to  a  great  degree, 
their  market  value.  It  will  be  seen,  then,  that  the 
true  basis  of  value  in  stocks,  is  the  permanent  pros¬ 
pects  of  the  business  which  they  represent,  and  its 
real  net  earnings. 

The  state  laws  which  make  it  incumbent  upon 
corporations  to  publish  at  certain  periods  sworn 
statements  of  their  affairs  are  calculated  to  further 
the  interests  of  the  public  who  may  wish  to  invest, 
by  furnishing  reliable  information  from  which  to 
estimate  the  true  value  of  the  stock. 

Dividend  stocks  are  subdivided  into  two  classes, 
common  and  preferred. 

Preferred  stock  is  created  by  special  legislative 
enactment  and  may  differ  in  any  state.  Holders  of 
preferred  stock  are  entitled,  usually,  to  a  certain 
fixed  amount  or  per  cent,  of  the  dividends  out  of 
the  net  profit  before,  or  in  preference  to,  holders  of 
common  stock. 

•  BONDS 

Or  interest  stocks  are  those  calling  for  a  fixed  rate 
of  interest  on  the  amount  which  they  represent  and 
are  secured  by  mortgage  on  the  property  and  fran¬ 
chise  of  the  corporation.  The  value  of  bonds  does 
not  depend  upon  the  percentage  of  dividends,  but 
upon  the  character  of  the  securities  upon  which 
they  rest,  and  the  market  value  of  money.  In 
case  the  authorized  capital  stock  of  a  corporation 
has  all  been  paid  in  and  more  money  is  required 
for  improvements  or  for  conducting  the  busi¬ 
ness,  by  vote  of  a  certain  number  of  the  stock¬ 
holders —  usually  two-thirds  of  the  number  of 
shares — money  may  be  borrowed  and  bonds  issued 
as  security. 

The  manner  in  which  this  is  usually  done  is  as 
follows:  The  officers  of  the  company  execute  a 
mortgage  on  the  property  and  franchise  of  the  cor¬ 
poration  to  a  reputable  trust  company  which  in 
turn  guarantees  the  payment  of  the  bonds.  The 
bonds  are  printed  for  a  certain  amount,  and  have 
coupons  attached,  stating  the  amount  of  interest 
payable  annually  or  semi-annually.  The  coupons 
are  cut  off  in  order,  as  the  interest  installments  are 
paid,  and  are  equal  in  number  to  the  interest  peri¬ 
ods  before  the  bond  becomes  due.  The  following 


STREET  RAILWAYS. 


358 

is  a  copy  of  an  ordinary  bond  which  will  give  a 
definite  idea  of  their  character: 

[COPY  OF  BOND.]  (  > 

UNITED  STATES  OF  AMERICA.  (  _  > 

State  of  M.  N. 

The  X.  Y.  Z.  Cross  Town  &  Broomfield  Railway  Co. 

20-  Year  6  Per  Cent.  First  Mortgage  Gold  Bonds. 

[Whole  Issue,  $20,000.] 

The  X,  Y.  Z.  Cross  Town  &  Broomfield  Street  Railway  Co. 
for  value  received,  acknowledges  itself  to  be  indebted  unto, 
and  promises  to  pay  to  the  holder  of  this  bond  on  the  first  day 
of  September,  1908,  at  the  offices  of  the  Central  Trust  Com¬ 
pany,  in  the  City  of  New  York,  Five  Hundred  Dollars  in 
the  United  States  Gold  Coin,  and  also  to  pay  interest  thereon 
at  the  rate  of  six  per  cent,  per  annum,  payable  semi-annually 
at  the  Central  Trust  Company,  as  before  said,  in  like  gold  coin, 
on  the  first  days  of  September  and  March  in  each  year,  after 
the  surrender  of  the  proper  annexed  coupons  as  they  severally 
become  due  as  provided  therein,  and  in  case  of  default  in  the 
payment  of  any  of  the  interest  coupons  attached  to  this  bond 
in  the  manner  provided  in  the  said  trust  deed  or  mortgage, 
then,  and  in  that  case,  the  principal  sum  of  the  bond  shall  be¬ 
come  due  in  the  manner  and  with  the  effect  provided  in  the 
said  trust  deed  or  mortgage.  This  bond  is  one  of  a  series  of 
forty  bonds  numbered  consecutively  from  one  to  forty,  inclu¬ 
sive,  of  like  date,  tenor,  amount  and  effect,  and  payment  of 
them  all  equally  is  secured  by  a  deed  of  trust  or  mortgage 
bearing  date  September  1,  1886,  duly  executed  by  said  Com¬ 
pany,  conveying  to  the  Central  Trust  Company,  of  New  York, 
trustee,  the  railroad  and  line  of  the  Company  located  or  to  be 
hereafter  located  by  said  Company  in  the  city  of  X.  Y.  Z.  and 
the  township  of  West  X.  Y.  Z.,  in  the  county  of  E. ,  State  of 
M.  N.,  and  all  other  the  property,  rights,  privileges,  moneys, 
assets  and  franchises  of  said  company,  acquired  or  to  be  here¬ 
after  acquired  and  more  particularly  therein.  Such  trust  deed 
or  mortgage  is  a  first  lien  upon  all  the  property,  rights  and 
estates  therein  described.  This  bond  shall  nbt  bind  the  Com¬ 
pany  until  the  certificate  hereon  endorsed  is  signed  by  the  be¬ 
fore  mentioned  trustee. 

In  Testimony  Whereof,  the  said  company  has  caused  its 
corporate  seal  to  be  hereto  affixed  and  these  presents  to  be 


j  No.  4-  j 


signed  by  its  "President,  Secretary  and  Treasurer  at  the  city  of 
X.  Y.  Z.  on  the  first  day  of  September,  1886. 

Henry  Martin,  President. 
Alex.  Hillhouse,  Secretary. 
Wm.  Jones,  Treasurer. 


INTEREST  COUPON. 


The  X.  Y.  Z.  Crosstown  &  Broomfield  Rail¬ 
way  Company  will  pay  to  bearer  on  the  first  day 
of  March,  1889,  Fifteen  Dollars  in  gold  coin  at 
the  office  of  the  Central  Trust  Company,  in  the 
City  of  New  York,  being  six  months’  interest  due 

that  day  on  its  Bond  No . 

Wm.  Jones,  Treasurer. 


The  following  is  endorsed  on  the  back  of  the  above  bond: 

The  X.  Y.  Z.  Crosstown  &  Broomfield  Railway  Co. 

First  Mortgage,  Six  Per  Cent.,  $500  Gold  Bond. 

Interest  Payable  March  1st  and  September  1st. 

Principal  due  September  1st,  1908. 

Trustees'  Certificate. — It  is  hereby  certified  that  the  X.  Y. 
Z.  Crosstown  &  Broomfield  Railway  Company  has  exe¬ 
cuted  to  us  a  mortgage  or  deed  of  trust,  as  described  in  the 
within  bond,  and  that  no  more  of  such  bonds  have  been  certi¬ 
fied  by  us  than  are  authorized  by  said  mortgage  or  deed  of 
trust. 

Central  Trust  Company,  Trustee, 

By  Isaac  Walton,  President 

The  directors  of  a  corporation  are  usually  re¬ 
strained  by  law  from  disposing  of  the  shares  of 
capital  stock  for  less  than  their  par  value,  but  the 
bonds  may  be  sold  for  any  price  or  given  away. 

The  annual  or  semi-annual  income  to  the  hold¬ 
ers  of  bonds  is  a  fixed  and  certain  amount  (interest), 
without  regard  to  the  success  of  the  business,  while 
the  income  to  stockholders  is  uncertain,  depending 
upon  the  paying  or  passing  of  a  dividend. 


CHAPTER  XII. 


BOOKKEEPING  AND  THE  CEASSIPICATION  OF 
STREET  RAIEWAY  ACCOUNTS. 


Whatever  benefits  may  accrue  to  a  community 
from  the  existence  of  a  street  railway,  the  prime 
motive  with  the  projectors  and  operators  is  revenue , 
and  every  means  that  tends  to  increase  the  net  in¬ 
come  should  be  carefully  considered.  No  depart¬ 
ment  of  the  service  is  more  important  or  more  re¬ 
sponsible  for  securing  this  desired  end  than  the 
accounting  department.  Any  neglect  in  properly 
organizing  or  conducting  this  department  will  be 
as  fatal  to  the  financial  success  of  a  street  railway 
company  as  would  neglect  in  the  operating  depart¬ 
ment.  Aside  from  matters  relating  strictly  to  the 
accounting  for  everything  received,  the  accounting 
department  incidentally  gains  considerable  statisti¬ 
cal  information  relating  to  the  exact  nature  and  ex¬ 
tent  of  the  numerous  labors  performed  and  the 
precise  cost  of  movements,  which  furnishes  the  best 
obtainable  data  from  which  to  rate  the  degree  of 
skill  and  economy  exercised  in  each  department, 
and  by  each  class  of  officials  and  employes.  In 
order  to  properly  conduct  it,  an  efficient  clerical 
force  is  necessary,  and  the  work  should  be  done  in 
accordance  with  proper  rules  and  regulations,  and 
the  items  should  be  combined  and  condensed  as 
much  as  possible.  In  order  to  assist  in  this  direc¬ 
tion  the  following  analysis  of  accounts  is  present¬ 
ed,  (see  next  page),  which  is  based  on  the  require¬ 
ments  of  the  Railroad  Commissioners  of  the  State 
of  New  York,  under  which  all  the  street  railway 
companies  of  the  state  are  required  to  make 
annual  reports  to  the  Board.  The  requirements 
of  other  states  may  vary,  but  the  same  basis  of 
division  under  different  heads,  and  the  same  sys¬ 
tem  of  keeping  accounts  can  be  used,  whatever  the 
local  requirement  or  personal  fancy  may  be. 


The  following  notes  may  be  added  in  explana¬ 
tion  of  the  analysis.  They  indicate  the  individual 
accounts  that  should  be  carried  to  the  various 
headings. 

3.  COST  OF  ROAD  AND  EQUIPMENT. 

1.  Superintendence  and  General  Expenses. — 
To  include  salaries  and  personal  expenses  of  gen¬ 
eral  officers  and  superintendents,  with  their  respect¬ 
ive  assistants  and  clerks,  furniture,  stationery,  fuel 
and  other  office  supplies. 

2.  Engineering. — To  include  wages  of  engineers, 
draughtsmen  and  assistants,  with  office  and  other 
expenses. 

3.  Right  of  Way. — To  include  cost  of  obtaining 
franchise,  salaries  and  expenses  of  agents  in  secur¬ 
ing  consents,  with  all  payments  for  right  of  way. 

4.  Real  Estate  and  Buildings. — To  include 
cost  of  all  real  estate  and  buildings  used  exclusively 
for  railroad  purposes,  together  with  all  necessary 
furniture  and  fixtures. 

Note  : — All  real  estate  not  so  used  should  be  charged , 
as  an  investment ,  to  an  account  kept  for  that  purpose. 

5.  Road  Bed  and  Track. — To  include  the  cost 
of  preparing  the  foundation,  cost  of  all  material  and 
labor  of  distributing  and  laying  same,  including 
paving  and  wiring. 

6.  Overhead  Construction. — To  include  cost  of 
poles,  wire  and  insulating  devices  with  expense  of 
placing  same. 

7.  Rolling  Stock. — To  include  the  cost  of  cars 
and  trucks  built  or  purchased,  cost  of  grips,  mo¬ 
tors,  wiring,  trolley,  switches,  furnishings,  etc. 

8.  Auxiliary  Appliances. — To  include  cost  of 
snow  plows  and  sweepers,  with  electrical  equip¬ 
ment  or  grips  for  same,  wagons  and  other  vehicles. 


ANALYSIS  OF  ACCOUNTS. 


360 


STREET  RAILWAYS. 


1.  History. 

2.  Capital  Stock  and 
Funded  Debt. 


2. 

3- 

4- 

5- 

6. 

7- 

8. 


3.  Cost  of  Road  and 
Equipment. 


9- 

ic. 

11. 

12. 


4.  Income. 


5.  Operating 

Expenses. 


6.  Fixed  Charges. 


1. 

2. 

3- 

4- 


I. 


7.  Balance  Sheet. 


Superintendence  and 
general  expenses. 

Engineering. 

Right  of  way. 

Real  estate  and  build ’gs. 

Roadbed  and  track. 

Overhead  construction. 

Rolling  stock. 

Auxiliary  appliances. 

Power  plant. 

Cable  and  carrying 
sheaves. 

Repair  shops. 

Additions  and  better- 
ments. 


Earnings  . 


Other  sources  , 


Miscellaneous. 


Transportation. 


1. 

2. 

3- 

1. 

2. 

3- 

1. 

2. 

3- 

4- 
5* 
6. 

7- 

1. 

2. 

3. 

4- 

5- 


Maintenance  of  way  and 
structures. 


6. 

7- 

1. 

2. 

3* 


Maintenance  of  rolling 
stock  and  power  - 
equipment. 


3- 

4- 

5- 


6. 


Interest. 

Rent. 

Taxes. 

Franchise  charges. 


Assets 


Liabilities 


7. 

8. 
.  9- 
'  I. 

2. 

3- 

4- 

5- 

6. 

•  7- 

8. 

9- 

10. 

11. 

12. 
A3- 

1. 

2. 
.  3- 

4- 

5- 

6. 


Passengers. 

Express  and  mail. 

Advertising. 

Sale  of  manure,  old  material,  and  dis¬ 
abled  animals. 

Interest  and  rents. 

Surplus  of  previous  year. 

Salaries  of  general  officers  and  clerks. 
Office  service  and  supplies. 

Insurance. 

Legal 

Injury  to  persons  and  property. 
Contingent. 

Franchise  account. 


Car  service. 

Car  barn. 

Lubricants  and  waste .  J  £,or  cars- 

Supplies.  (  2‘  For  P°wer  house- 

Wrecking,  sanding,  sweeping  and  clean¬ 
ing  of  conduits. 

Stable  and  power  house. 

Provender  and  fuel. 

Repairsand  renewals  of  r’dbed  and  track. 

Repairs  and  renewals  of  overhead  wire. 

Repairs  and  renewals  of  buildings, 
docks  and  wharves. 


Repairs  and  renewals  of  cars  and  vehi¬ 
cles. 

Repairs  and  renewals  of  cable  sheaves 
and  grip  dies. 

Repairs  of  harness  and  stable  equipment. 
Horse  shoeing. 

Renewals  of  horses  and  mules. 

Repairs  of  electric  car  equipment . 


Repairs  of  power  plant 

Tools  and  machinery. 
Miscellaneous. 


Motor  armature. 
Gears  and  pinions. 
Trolleys. 
Miscellaneous. 
Steam. 

Cable. 

Electric. 


Cost  of  road. 

Cost  of  equipment. 

Real  estate  and  buildings. 
Stocks  and  bonds. 

Franchise. 

Other  permanent  investments. 
Cash  on  hand. 

Bills  receivable. 

Open  accounts. 

Supplies. 

Sinking  fund. 

Sundries. 

Profit  and  loss  (surplus). 
Capital  stock. 

Funded  debt. 

Interest  due  and  accrued. 
Dividends  unpaid. 

Audited  vouchers. 

Pay  rolls. 


7.  Open  accounts. 

8.  Bills  payable, 
g.  Sundries. 

10.  Profit  and  loss  (deficit). 

11.  Deficit  of  previous  years. 


BOOKKEEPING  AND  ACCOUNTS. 


361 


9.  Power  Plant. — To  include  cost  of  engines, 
boilers,  cable  winding  drums,  pit  machinery,  ten¬ 
sion  devices,  generators,  switchboards,  shafting, 
belting,  cranes,  foundations,  pumps,  piping  and 
labor  of  securing  all  in  position,  with  heating  and 
lighting  appliances. 

10.  Cable  and  Carrying  Sheaves. — To  include 
cost  of  wire  ropes,  with  carrying  and  terminal 
sheaves  and  placing  the  same  ready  for  operation. 

11.  Repair  Shops. — To  include  cost  of  iron  work¬ 
ing  and  wood  working  machinery,  tools  and  power, 
if  it  is  independent  of  the  power  plant,  and  the  ex¬ 
penses  of  setting  the  machinery  and  appliances. 

12.  Additions  and  Betterments. — To  include 
such  expenditures  as  actually  increase  the  construc¬ 
tion  or  equipment,  and  such  expenses  for  renewals 
or  repairs  as  exceed  what  is  necessary  to  make 
good  any  depreciation  of  road  and  equipment. 

4.  INCOME. 

I.  EARNINGS. 

a.  From  Passengers. — To  include  cash  receipts 
for  fare  and  sale  of  tickets. 

b.  From  Express  and  Mail. — To  include  returns 
for  transporting  freight — express  or  mail. 

c.  From  Advertising. — To  include  receipts  for  ad¬ 
vertising  in  cars,  buildings  or  on  tickets. 

2.  OTHER  SOURCES. 

a.  Sale  of  Manure,  Old  Material  and  Disabled 
Animals. — To  include  receipts  from  the  sale  of 
worn  out  animals,  old  materials  and  manure. 

Note.  Receipts  from  these  sources  may  be  credited,  if 
preferred,  under  “  Operating  Expenses"  to  the  account 
to  which  the  new  material  purchased  to  replace  the  old 
is  charged.  If  the  old  material  is  not  sold  or  replaced 
it  may  be  debited  to  the  “  Supply”  account  and  when 
used  again  or  sold  this  account  should  receive  credit  for 
the  same. 

b.  Interest  and  Rents. — To  include  receipts  for 
interest  on  securities  or  loans  and  receipts  for  build¬ 
ings,  grounds,  leased  lines  or  tracks,  and  power 
leased  to  other  parties. 

c.  Surplus  of  Previous  Years. — To  include  the  net 
income,  less  the  payments  made  therefrom  on  the 
business  of  the  previous  year. 


5.  OPERATING  EXPENSES. 

1.  MISCELLANEOUS. 

t.  Salaries  of  General  Officers  and  Clerks. — 
To  include  salaries  of  general  officers,  heads  of  de¬ 
partments,  division  superintendents  and  wages  of 
their  respective  assistants  and  clerks. 

2.  Office  Service  and  Supplies. — To  include 
the  expense  of  heating  and  lighting  the  general 
offices,  wages  of  porters,  messengers,  advertising, 
printing  of  blanks,  tickets  and  circulars,  stationery, 
blank  books,  tools,  etc. 

3.  Insurance. — To  include  cost  of  insurance  on 
any  property  used  for  railroad  purposes,  cost  of 
guarantee  against  accidental  bodily  injuries  or 
death  of  employes,  passengers  and  the  public,  cost 
of  conducting  employes’  mutual  aid  association,  in¬ 
cluding  expense  of  collections. 

Note.  Insurance  on  property  other  than  that  used 
for  railroad  purposes  should  be  charged  against  the 
property  insured.  The  cost  of  guarantee  may  be  charged 
to  “  Injuries  to  Persons  and  Property,”  if  preferred. 

4.  Legal. — To  include  salaries,  fees  and  expenses 
of  attorneys  and  all  legal  expenses  of  every  kind. 

Note.  A  portion  of  legal  expenses  may  be  divided 
tip  between  “  Injuries  to  Persons  and  Property ,”  “  Real 
Estate  ”  or  “  Franchise  ”  as  the  services  are  rendered." 

5.  Injuries  to  Persons  and  Property. — To  in¬ 
clude  payments  made  for  damages  to  or  destruc¬ 
tion  of  property  (not  belonging  to  the  company), 
for  persons  killed  or  injured,  wages  of  the  employes 
while  disabled,  medical  attendance  or  any  other  ex¬ 
penses  (except  legal)  incident  thereto. 

6.  Removal  of  Snow  and  Ice. — To  include  cost  of 
labor,  salt  and  other  expense  incident  thereto. 

7.  Contingent. — To  include  any  miscellaneous 
expenses  or  rents  incurred  exclusively  in  the  opera¬ 
tion  of  the  road  for  which  other  provision  is  not 
made. 

8.  Franchise  Account. — To  include  cost  of  re¬ 
paving  streets,  over  and  above  the  repairs  to  pave¬ 
ments,  which  are  chargeable  to  maintenance  of 
way. 

2.  TRANSPORTATION. 

i  Car  Service. — To  include  the  wages  of  all 
men  employed  on  or  about  the  cars  while  in  ser- 


362 


STREET  RAILWAYS. 


vice,  chief  conductor,  inspectors,  starters,  with  their 
respective  aids. 

2.  Car  Barn. — To  include  wages  of  barn  foremen 
and  all  persons  employed  for  shifting,  cleaning  or 
inspecting  cars,  tools  for  same,  cost  of  heating  and 
lighting  barns  and  sheds. 

3.  Lubricants  and  Waste. —  To  include  oil, 
grease,  tallow  and  other  lubricants,  and  waste  em¬ 
ployed  on  the  journals  of  cars  and  motors,  and  on 
the  engines,  shafting,  winding  drums,  generators 
and  pumps  in  the  power  house,  and  on  the  rope 
and  carrying  pulleys. 

4.  Supplies. — To  include  such  supplies  as  are  not 
charged  to  repairs,  such  as  conductors’  punches  and 
portable  registers,  flags,  lanterns,  switch  sticks,  etc. 

5.  Wrecking,  Sanding,  Sweeping  and  Cleaning 
Conduit. — To  include  the  cost  of  replacing  de¬ 
railed  cars  and  removing  obstructions  and  wrecks, 
with  the  wages  of  men  employed  especially  for  this 
service,  and  cost  of  tools.  Cost  of  sweeping  track, 
cleaning  conduit,  sanding  track  from  car  or  by 
special  means. 

6.  Stable  and  Power  House. — To  include  the 
wages  of  foreman,  engineer,  electrician  and  all  em¬ 
ployed  in  and  about  the  stable  or  power  house. 

7.  Provender  and  Fuel. — To  include  the  cost  of 
feed  and  the  labor  of  grinding,  cutting  and  prepar¬ 
ing  for  use,  and  cost  of  bedding,  medicine  and  vet¬ 
erinary  services.  Cost  of  fuel  employed  in  the 
power  house,  with  freight  charges  on  the  same, 
water  rates  and  cost  of  pumping. 

3.  MAINTENANCE  OF  WAY  AND  STRUCTURES. 

1.  Repairs  and  Renewals  of  Road  Bed  and 
Track. — To  include  cost  of  all  material  and  tools 
(rails,  ties,  paving  blocks,  sand,  etc.),  with  the  cost 
of  labor,  (wages  of  roadmaster,  foreman  and  labor¬ 
ers)  in  maintaining,  repairing  and  placing  new  ma¬ 
terial  for  track,  joints,  switches,  bonds  and  supple¬ 
mentary  wire,  and  tracks  in  buildings. 

2.  Repairs  and  Renewals  of  Overhead  Con¬ 
struction. — To  include  cost  of  repairs  and  re¬ 
newals  of  poles,  all  wires  and  all  suspension  and  in¬ 
sulating  appliances. 

3.  Repairs  and  Renewals  of  Buildings,  Docks 
and  Wharves. — To  include  cost  of  all  material  and 


expense  of  distributing  same,  and  all  labor  perform¬ 
ed  in  repairs  of  offices,  stables,  stations,  buildings, 
scales,  car  and  repair  shops,  power  house  and  any 
other  buildings,  turntables,  cranes,  pits  and 
wharves. 

Note.  Repairs  to  buildings  or  other  property  not 
used  for  railroad  purposes  are  to  be  charged  against  the 
property. 

4.  MAINTENANCE  OF  ROLLING  STOCK  AND  POWER 

4 

EQUIPMENT. 

1.  Repairs  and  Renewals  of  Cars,  Sweepers, 
Snow  Plows  and  other  Vehicles. — To  include 
cost  of  material  and  labor  in  repairing,  renewing  or 
rebuilding  cars  and  appurtenances  belonging  there¬ 
to,  such  as  trucks,  grips,  brakes,  journal  boxes, 
springs,  scrapers,  pilots,  sand  boxes,  signs,  wheels 
and  axles.  Cost  of  new  cars  purchased  to  make 
good  any  depreciation. 

2.  Repairs  and  Renewals  of  Cai  les,  Grips,  Dies 
and  Sheaves. — To  include  cost  of  ropes,  splicing 
and  placing  the  same  in  line  ;  cost  of  lining  and 
renewing  carrying  pulleys  and  terminal  sheaves. 

3.  Repairs  of  Harnesses  and  Stable  Equip¬ 
ment. — To  include  cost  of  material  and  labor  in 
repairing  or  renewing,  or  of  new  harness  or  stable 
equipment  purchased  to  make  good  any  deprecia¬ 
tion. 

4.  Horse  Shoeing. — To  include  cost  of  material 
and  labor  and  cost  of  adjustable  shoes. 

5.  Renewals  of  Horses  and  Mules. — To  include 
cost  of  horses  and  mules  purchased  to  replace 
those  worn  out. 

6.  REPAIRS  OF  ELECTRIC  CAR  EQUIPMENT. 

a.  Motor  Armatures  and  Fields. — To  include  the 
cost  of  new  material  and  the  labor  of  removing, 
repairing,  replacing  and  making  all  connections  for 
these  parts,  and  the  cost  of  new  armatures  and  fields 
purchased  to  make  good  any  depreciation. 

b.  Gears  and  Pinions. — To  include  the  cost  of  re¬ 
pairs  and  renewals,  with  the  labor  of  removing  and 
replacing,  and  the  cost  of  new'  gears  and  pinions  to 
take  the  place  of  those  discarded. 

c.  Trolleys. — To  include  the  cost  of  repairs,  re¬ 
newals,  labor,  and  new  trolley  poles  and  wheels 
to  replace  those  damaged  or  destroyed. 


BOOKKEEPING  AND  ACCOUNTS. 


363 


d.  Miscellaneous. — To  include  repairs  of  motors 
and  fields  other  than  those  above  noted,  and  re¬ 
pairs  and  renewals  of  all  auxiliary  electric  appli¬ 
ances,  such  as  switches,  lightning  arresters,  rheo¬ 
stats,  pans,  brush  holders,  brushes  and  fuses. 

Note. — If  preferred ,  the  cost  of  brushes  and  fuses 
may  be  charged  to  supplies  under  the  transportation  ex¬ 
penses,  as,  strictly  speaking,  they  are  not  repairs. 

7.  REPAIRS  OF  POWER  PLANT. 

a.  Steam  Plant. — To  include  cost  of  repairs 
of  engines,  boilers,  pumps,  steam  pipe,  belts  and 
shafting. 

b.  Cable  Plant. — To  include  cost  of  renewals  and 
repairs  to  winding  drums,  gears  and  tension  ap¬ 
paratus. 

c.  Electric. — To  include  cost  of  renewals  and  re¬ 
pairs  to  generators  and  their  parts,  with  the  labor 
of  removing  and  replacing  ;  also  renewals  of  switch¬ 
board  equipment  and  all  connections. 

8.  Tools  and  Machinery. — To  include  cost  of  re¬ 
pairs  and  renewals  of  repair  and  car  shop  equip¬ 
ment. 

9.  — Miscellaneous. — To  include  all  expenses  of 
maintenance  of  equipment  not  provided  for  as 
above. 

6.  FIXED  CHARGES. 

1.  Interest. — To  include  all  payments  made  on 
account  of  funded  or  floating  debts. 

2.  Rents. — To  include  rentals  of  leased  lines  and 
buildings,  stables,  power  houses,  sheds  and  build¬ 
ings  for  railroad  purposes. 

3.  Taxes. — To  include  such  as  are  assessed  on 
property  used  in  the  operation  of  the  road,  on  earn¬ 
ings,  capital  stock,  and  other  than  the  foregoing. 

4.  Franchise  Charges.  —  To  include  any  pay¬ 
ments  made  to  the  city  on  gross  earnings,  in  a  con¬ 
sideration  of  franchise. 

BOOKS. 

Having  properly  analyzed  the  accounts,  the 
bookkeeping  becomes  a  comparatively  simple  mat¬ 
ter.  Two  principal  books  only  are  required;  the 
number  of  auxiliary  books,  or  report  blanks,  will 
depend  upon  the  extent  and  number  of  depart¬ 
ments  into  which  the  business  is  divided.  The 


principal  books  are  known  as  Journal  or  Distribu¬ 
tion  Book  and  Ledger. 

The  Journal  or  Distribution  Book  may  be  kept 
in  different  ways.  One  form  of  ruling  is  shown  in 
Form  B,  headed  “  Operating  Expenses.”  This 
method  requires  that  the  pages  of  the  Journal  be 
about  28  X  17  ins.,  which  is  bound  with  a  number 
of  divisions  to  correspond  with  the  number  of 
ledger  headings  required.  Each  division  is  ruled 
to  suit  the  number  of  sub-headings  required,  and  a 
tag  is  inserted  to  mark  the  beginning  of  the  divi¬ 
sions.  By  this  method  the  sum  total  is  carried  to 
the  debit  of  an  account  under  “  Operating  Expen¬ 
ses”  in  the  ledger,  so  that  the  various  charges 
under  the  several  headings  do  not  take  up  the 
room  on  the  ledger,  but  are  condensed  under  the 
one  heading,  the  details  appearing  only  in  this  dis¬ 
tribution  book.  The  following  embrace  all  the 
ledger  headings  that  are  employed  in  a  set  of 
books  that  represent  the  business  of  a  very  large 
system  of  animal  traction  : 


Capital  Stock, 
Bonds, 

Treasurer, 

Profit  &  Loss, 
Passenger  Earnings, 


Equipment, 

Real  Estate  &  Buildings, 
Operating  Expenses, 
Interest, 

Taxes, 


Miscellaneous  Earnings,  Accounts  Payable, 
Supplies,  Accounts  Receivable. 

Construction, 

The  same  thing  is  done  with  the  “  Equipment 
Account.”  A  division  of  the  distribution  book  has 
a  heading  and  under  it  the  various  columns  show 
cost  of  cars,  horses,  motors,  etc.,  and  at  the  end  of 
each  month  the  sum  total  is  carried  to  the  account 
called  “  Equipment”  in  the  ledger. 

The  same  for  “Construction;"  the  columns  show¬ 
ing  amounts  expended  for  rails,  road  bed,  etc.  By 
this  means  the  details  of  all  expenses,  whether  on 
account  of  capital,  operation,  interest,  taxes,  etc., 
are  entered  in  the  distribution  book,  and  each  month 
the  sums  total  are  carried  to  these  various  accounts 
in  the  ledger,  the  items  of  which  can  be  found  in 
detail  by  reference  to  the  distribution  book. 

In  keeping  supplies,  the  purchases  may  be  made 
and  charged  to  the  various  operating  accounts  for 


a,Yvw& 


364  STREET  RAILWAYS. 


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BOOKKEEPING  AND  ACCOUNTS. 


365 


which  supplies  are  purchased  ;  for  instance,  pro- 
vender  and  the  cost  of  preparing  the  same  for  use, 
under  “Cost  of  Provender;”  hardware,  wheels, 
car  equipment,  etc.,  to  “Repairs  of  Cars;”  rails 
and  other  supplies  for  track  to  “  Repairs  of  Track,” 
etc.  At  the  end  of  each  month  an  inventory  is 
taken  of  the  supplies  on  hand  and  deducted  from 
those  various  accounts,  thereby  showing  the  exact 
amount  of  expenditure  for  those  repairs,  cost  of 
feed,  etc.,  leaving  the  supply  account  debited  with 
the  amount  of  supplies  actually  on  hand.  By  this 
means  the  company  will  always  know  what  supplies 
are  on  hand  and  paid  for  and  the  various  accounts 
will  only  be  debited  with  the  amounts  actually 
used. 

The  receipts  may  be  kept  in  the  same  book  by 
having  a  department  for  “  Passenger  receipts,”  with 
the  pages  ruled  so  as  to  show  the  receipts  from  dif¬ 
ferent  divisions  of  the  system,  and  another  depart¬ 
ment  for  “Miscellaneous  Receipts.”  In  this  case 
no  cash  book  is  required,  as  the  check  stubs  and 
petty  cash  book  show  all  cash  payments. 

A  Cash  Book,  of  which  Form  A  will  serve  as  a 
model,  may  be  used  if  preferred.  This  is  headed 


on  its  opposite  pages  “  Receipts  ”  and  “  Disburse¬ 
ments.”  The  “  Receipts  ”  side  in  the  cash  book 
shows  the  name  of  the  conductor,  the  amount 
of  cash  for  tickets,  the  amount  of  “cash  fares,” 
the  “Total”  of  the  two  foregoing;  the  total  for 
each  line  being  carried  into  the  column  under 
its  proper  head;  tickets  sold  in  office  are  entered 
under  “  tickets  ”  and  carried  to  “office”  column, 
any  other  receipts  are  entered  under  “  Miscellane¬ 
ous.”  The  total  line  receipts  each  day  are  car¬ 
ried  to  the  total  column  as  are  all  other  receipts. 
The  “Disbursements  ”  side  shows  the  name  and  the 
check  number  and  when  an  audited  voucher  is 
paid  the  number  is  entered  under  “  A.  V.  No.”  and 
the  amount  entered  under  “  Audited  Vouchers,” 
and  the  total  audited  vouchers  for  the  day  carried 
to  the  “Total”  column.  For  other  disbursements 
the  check  number  is  entered  under  “  Check  No.” 
and  the  amount  under  “  Sundries  ;  ”  for  instance, 
if  it  is  pay  roll,  which  is  divided  into  ten  different 
parts,  each  part  is  entered  separately  and  the  total 
carried  to  the  “  Total  ”  column.  Any  other  pay¬ 
ment  would  be  entered  under  “  Miscellaneous,”  and 
the  amount  under  that  head  carried  to  “Total” 


(A) 


RECEIPTS. 


1892. 


Name  ot  Conductor. 

L.  F. 

1 

Tickets. 

Fares. 

Total. 

Brown 

Street 

Line. 

White 

Street 

Line. 

Green 

Street 

Line. 

Fifth 

Street 

Line. 

Office. 

Miscella¬ 

neous. 

Total. 

. 

"1 

DISBURSEMENTS. 


1892. 


L.  F. 

Check 

No. 

a.  y. 
No. 

Sundries. 

Audited 

Vouchers. 

Miscella¬ 

neous. 

I 

Total. 

Balance  In 
Bank. 

Cash  on 
hand. 

(C)  TRANSPORTATION. 


Date. 

L.  F. 

A.Y.  No. 

i 

Sundries. 

Audited 

Vouchers. 

Supply- 

Account. 

Cash. 

Transporta¬ 

tion. 

Car 

Service. 

1 

366 


STREET  RAILWAYS. 


column  each  day.  The  two  columns  “  Balance  in 
Bank  ”  and  “  Cash  on  Hand  "  are  merely  memo¬ 
randa  to  show  at  a  glance  the  two  items. 

At  the  end  of  the  month  posting  may  be  done 
direct  from  the  cash  book  to  the  ledger  of  the  to¬ 
tals  of  the  several  lines,  and  the  total  of  the  “  Office  ” 
column  and  the  items  under  “  Miscellaneous  ”  to  the 
several  accounts  to  which  they  belong.  The  “  Dis- 
bu  rsements  ”  side  items  are  posted  separately  to  the 
ledger,  except  the  “  Audited  Vouchers  ”  which  can 
be  posted  in  bulk. 

A  modification  of  the  journal,  shown  in  Form  B, 
can  be  made  to  conform  more  nearly  with  the 
analysis  given  on  page  360.  In  this  case  the  divi¬ 
sions  of  the  journal  may  be  given  the  first  sub¬ 
heading  (General  Expenses)  under  operating 
expenses,  and  the  columns  ruled  to  correspond 
with  the  final  sub-divisions.  This  will  neces¬ 
sitate  a  few  more  accounts  in  the  ledger,  or  the 
items  may  be  combined  and  posted  under  “  Oper¬ 
ating  Expenses.” 

In  order  to  reduce  the  size  of  the  journal  page, 
and  for  other  reasons,  Form  C  may  be  employed. 
With  this  method  the  journal  is  divided  and  classi¬ 
fied  to  correspond  with  each  ledger  account ;  for 
instance,  “General  Expenses,”  “Transportation,” 
“  Maintenance  of  Way,”  “  Structures,”  etc.,  and  to 
each  division  is  assigned  a  certain  number  of 
pages. 

The  name  of  the  division  “  Transportation”  is 
printed  on  the  top  of  each  page  of  that  division, 
and  on  the  margin  of  the  first  page  of  each  division 
(see  Form  C),  and  the  preceding  leaves  are  cut  out 
after  the  manner  of  an  index,  and  at  the  beginning 
of  each  division  a  leather  tag  is  placed,  which  ex¬ 
tends  beyond  the  leaves  and  on  which  the  name  of 
the  division  is  printed,  and  serves  as  a  ready  refer- 
erence  to  any  division.  The  sub-head  “  Car  Ser¬ 
vice”  is  printed,  in  the  last  column,  and  a  sufficient 
number  of  pages  are  devoted  to  each  of  the  sub¬ 
divisions. 

Each  item  chargeable  to  any  account  is  entered 
in  full,  the  audited  voucher  number,  name  of  the 
firm,  from  whom  the  purchase  was  made,  the  arti¬ 
cle,  so  that  all  items  charged  to  any  account  are 


readily  referred  to  without  consulting  any  other 
book,  the  audited  voucher  number  being  entered 

<D)  THE  PEOPLE’S  RAILWAY. 

Statement  of  Operating  Expenses  for . 189 

General  Expenses. 

Salaries  of  General  Officers . 

Salaries  of  Clerks  in  General  Office . 

Miscellaneous  Expenses,  General  Office . 

Stationery  and  Printing . 

Insurance . 

Legal  Expenses . 

Injuries  and  Damages . 

Contingent  Expenses . 

Stable  Expenses . . .  •  •  • 

Transportation  Expenses. 

Car  Service . 

Car  House  Expenses . 

Oil  and  Waste  for  Cars . 

Operation,  Power  House . 

Coal,  Power  House. . . . 

Oil  and  Waste,  Power  House . 

Light  and  Fuel,  Cars . .  •  •  • 

Maintenance  of  Way  and  Buildings. 

Repairs  of  Roadway  and  Track . 

Renewals  of  Rails . 

Renewals  of  Ties . . 

Repairs  and  Renewals  of  Paving . 

Repairs  of  Overhead  and  Sup.  Wire . 

Repairs  of  Buildings . . •  •  •  • 

Maintenance  of  Equipment. 

Repairs  of  Cars . 

Repairs  of  Electrical  Equipment  : 

(a)  Armatures  and  Fields . 

G)  Gears  and  Pinions . 

( c )  Trolleys . 

( d )  Sundry  Repairs . 

Repairs  of  Steam  Plant . 

Repairs  of  Electrical  Plant  : 

(a)  Dynamos . . 

(b)  Switchboard . 

Tools  and  Machinery . 

Miscellaneous  Expenses . . 


Fixed  Charges. 

Interest . 

Rent . 

Taxes . 


Receipts  for  Month . 

Expenses  for  Month . 

Surplus . 

Construction  and  Equipment. 

Building  Construction . 

Track  and  Roadway  Construction . 

Overhead  Construction . 

Car  Equipment . 

Snow  Plows  and  Sweepers . 

Power  Station  Equipment . 

Tools  and  Machinery . 

Improvements  and  Betterments . 

Cash  on  hand . 

Supplies . 

Floating  indebtedness . 


BOOKKEEPING  AND  ACCOUNTS. 


367 


so  that  the  original  bill  may  be  referred  to  with 
very  little  trouble. 

The  three  columns  headed  “Sundries,”  “Audited 
Voucher  ”  and  “  Supply  Account,”  represent  the 
principal  credit  accounts,  and  at  the  end  of  each 
month  the  totals  of  each  account  are  posted  to  the 
debit  side  of  the  ledger  and  the  grand  totals  of  the 
three  columns  for  the  month  are  posted  to  the 
credit  side  of  the  ledger  account  represented. 


The  auxiliary  books  or  blanks  may  be  ruled  to 
suit  the  different  accounts  for  which  they  are  to  be 
used  ;  for  instance,  the  record  of  armature  repairs 
is  made  from  the  armature  repair  tag,  which  is 
sent  to  the  office  from  the  repair  shop,  and  which 
is  illustrated  with  other  blank  forms  in  this  con¬ 
nection.  The  following  are  the  points  to  be 
noted  :  1.  Armature  No.  — ,  2.  Extent  of  Damage, 
3.  Date  Damaged  - ,  4.  Cause  of  Damage,  5. 


FORM  E. 


Jan. 

Feb. 

March. 

April. 

May. 

June. 

July. 

August. 

Sept. 

.  Oct. 

Nov. 

Dec. 

For  Year. 

Miles  between  Termini . 

Miles  of  Single  Track . 

Miles  Hun  by  Cables . 

Average  Number  ol'  Trains  Hun.... 

Total  Number  of  Hound  Trips. . 

Car  Mileage . 

Passengers  Carried  for  Revenue  . . . 

11.692 
23.384 
31.926 
44  6 
22,531 
•363,962 
826.093 

11.692 

23.384 

>28,881 

45.9 

20,706 

834,378 

718.801 

1 1.692 
23.384 
31,989 
45.6 

22  644 
365.884 
794.653 

11.692 

23.384 

3 1  ,'089 
46.3 
22.291 
360,068 
927.339 

11  692 
23  384 
33,670 
45.2 
23,006 
373,048 
959,810 

12.407 

24.814 

33.466 

45.8 

21.612 

369,987 

979.723 

12.407 

24.814 

35,029 

45.4 

22,993 

393.101 

1.039.362 

12.407 

24.814 

34,958 

45 

22.533 

385.835 

1,024.325 

12.407 

24.814 

34,202 

43.8 

21,021 

360,240 

1,028,523 

12.407 

24.814 

35,325 

43.8 

21,451 

367,304 

1.126.949 

12  407 
24.814 
33.793 
41.3 
19,300 
331,823 
830,566 

12.407 

24.814 

35,214 

41.2 

10,910 

342.005 

871,967 

12.109 

24.218 

399,542 

44.6 

259.993 

4,348,713 

11,128,021 

EARNINGS. 

Car  Fares _ - . . . ........ 

Advertising  . . .  . . 

*41,300.15 

181.19 

$35,940.05 

182.15 

$39,732.65 

182.70 

$46,366.95 
*  181  25 

$47,990.60 

181.95 

$48,986.15 

184.80 

$51,968  10 
184.25 

$51,216.25 

185.00 

$51, 426; 15 
183.27 

$56,347  45 
182.85 

$41,528  30 
182.40 
30.00 

$13,599.35 

181.65 

15.00 

$  556,401.05 

2.193.3T 
45.00 

Total  Earnings . . . 

$41,481.25 

$36,122.20 

$39,915.35 

$46,548.20 

*48.172.45 

$49,170.95 

$52,152.35 

$51,401.25 

$51,603  42 

$56,530.30 

$41,740.70 

$43,795.00 

$  558.639.42 

OPERATING  EXPENSES. 

Car  {Service  and  Expense . 

Injuries  to  Persons  and  Property... 

Oar  Licenses . . . 

Repairs  of  Cars . . 

Repairs  of  Grips  . . 

Motive  Power . 

Maintenance  of  Track  and  Buildlgs 

General  and  Miscellaneous . 

Advertising  and  Attractions . 

Taxes . . . 

Total  Operating  Expenses . 

PerCent.  of  learnings . 

$13,846.82 

2,532.07 

274.97 

797.75 

4.35.72 

10,890.97 

718.34 

3,226.35 

869.55 

$12,831.95 

1,722.86 

285.41 

727.68 

421.10 

11,566.46 

716.76 

2,337.16 

36.40 

1.048.10 

$13,715.22 
1,570.33 
285;  41 
861.49 
541.04 
10,640.03 
534.35 
2,703.91 
406.90 
884.58 

$13,209.43 

4,209.29 

308.33 

664.70 

567.44 
9.0SO.57 

573.45 
2,179.89 

76.88 

870.10 

$13,000.71 
2,804.10 
304  17 
680:89 

552.59 
10.032.50 

571.73 

1,996.73 

129.59 
873.46 

$12,836.00 

1,982.78 

304.17 

730.29 

511.34 

11.023.82 

596.21 

2,535.21 

289.87 

687.16 

$13,097.42 
2,013.23 
306.25 
677.49 
387.79 
11,224  05 
1,134.89 
1,132.54 
349  54 
1,178.84 

$11,903.08 
1,102.39 
308  32 
732.55 
479.19 
10,652.25 
1,-94.42 
2.260.04 
325.11 
707.45 

$10,533  29 
1.493.29 
293.80 
570.41 
445.29 
10.991.21 
835.12 
2,199.97 
810.05 
613  00 

$11,083.05 
1,031.82 
308.42 
729.97 
418.23 
12,143.95 
736.40 
2,296.72 
733.08 
67  54 

$10,174.89 
987.57 
277  92 
1,013.70 
460.99 
12,155  20 
683.24 
2,335.94 

679.97 

$10,735.45 
3.058.94 
241.65 
835.78 
512.19 
12,174.85 
803.62 
2,481  67 

166.11 

*  146,947.31 

24.503.67 
.3.538.82 
8,912.70 
>0,732.71 
132.475.86 
9,198.63 
27,709.13 
.3,160.42 

.8.645.85 

$33,592.54 

$31,693.88 

$32,133.26 

$31,740.03 

$30,846.46 

$31,696.65 

*31.502.04 

$29,664.80 

*•18,685.43 

$29,532.18 

$28,689.42 

$31,048.26 

$  370.825.00 

80.98 

87.74 

80.50 

68.19 

64.03 

64.46 

60.40 

67.71 

65.53 

52.24 

68.73 

70.89 

66.38 

Cost  per  Car  per  Mile . 

9.2c 

9.5c 

8.8c 

8.8c 

8.3c 

8.6c 

8o  |  7.7c 

8c 

Sc 

8.6c 

9c 

8,5o 

Net  Earnings.  1891 . 

$  7,888.71 

$  4  428.32 

$  7.7P2  09 

$14,808.12 

$17,325.99 

$17,474.30 

$20,651.31  .*21,736.45 

$22,923.99 

$26,998.12 

$13.051 28 

$12,746.74 

$  187,814.42 

Net  Earnings  1890 . 

$  3,924.27 

$  6,428.11 

$  8,566.19 

$15,764.01 

$24,034.54 

$23,274.20 

$21,845.93  j $20, 997.25 

$23,981.41 

*22,212.06 

$16,702.27 

$14,641.19 

$  202.371.39 

$  739.20 

$  4,786.06 

■ 

Decrease . . . ,,  .... 

$  1.999  79 

$  7<4  Oft 

$  955.89 

$  6.708.55 

$  5.799.96 

$  1.195.621 . 

$  1.057  42 

$  3  650.99 

$  1.894.45 

$  14.556.97 

Items  that  do  not  come  under  either  printed  head 
can  be  all  carried  into  the  sundries  column  and 
posted  direct  to  the  ledger. 

The  ledger  is  ruled  in  the  usual  form,  and  does 
not  differ  from  those  used  in  ordinary  bookkeep¬ 
ing. 

As  an  aid  to  forming  the  divisions  and  subdivi 
sions  of  the  journal,  the  accompanying  Form  D  is 
presented,  which  is  a  monthly  statement  made  from 
a  journal  kept  in  the  manner  last  described,  and,  it 
will  be  seen,  is  composed  of  five  departments  with 
their  subdivisions.  The  analyses  of  accounts  given 
in  this  form  do  not  correspond  in  all  respects  with 
that  given  on  page  360,  but  are  very  satisfactory. 


From  Car  No.  — ,  6.  Motorman,  7.  Repaired  by 

- ,  8.  Time  Consumed,  9.  Placed  in  Car  No.  — , 

10.  Date  Same  was  Replaced. 

Books  for  the  daily  and  weekly  horse  report  and 
power  house  reports  with  engineer’s  log  book  and 
others  are  also  necessary. 

Form  E  is  offered  as  a  desirable  model  from 
which  a  manager  may  make  a  summary  of  an 
annual  report  to  his  board  of  directors.  The 
form  is  reproduced  without  altering  the  figures 
from  the  annual  report  of  the  manager  of  a  large 
street  railway  system. 

The  following  statistical  forms  are  self-explana¬ 
tory. 


368 


STREET  RAILWAYS. 


STATISTICS. 


Earnings. 


Gross  Earnings  from  Passengers . 

“  per  Mile  of  Street . 

“  •*  ••  “  Track 

“  “  Car  Mile....."!!; 

“  “  “  Capita  served . 

“  “  “  Passenger  Carried 

Other  Income  “  Car  Mile . 


Operation. 


1891. 


1892. 


Car  Miles  Run . 

Passengers  Carried . 

“  “  per  Car  Mile . 

Population  Served . 

Area  Served,  Square  Miles . 

Operating  Expenses  ; 

General  Expenses  per  Car  Mile . 

Transportation  “  “  . 

Maintenance  of  Way  “  “  . 

of  Equipment  per  Car  Mile . 

Total  Operating  Expenses  “  “  . 

“  “  “  “  Passenger  Carried 

Fixed  Charges  per  Car  Mile . 

“  “  Passenger  Carried . 


Equipment. 


Capital  Stock  per  Mile  Track.. . 
Funded  Debt  “  “  “ 

Other  Debt  “  “  “  ... 

Cars  in  Service . 

“  per  Mile  Track. 
Repairs  Roadbed  per  Mile  Road 
“  Equipment  “  “ 


ROAD  AND  EQUIPMENT. 


Roadbed  : 

Miles  of  Single  Track . 

“  of  Double  “  . 

Total  Mileage  of  Track . 

“  “  of  Street . 

Miles  of  Cable  Conduit . 

Overhead  Construction,  Miles . 

Power  Station . 

Horse  Power  Engines . 

“  “*  Dynamos . 

Barns  and  Stables  : 

Number  of  Horses . 

Rolling  Stock: 

Number  of  Closed  Cars . 

“  “  Open  “  . 

"  “  Motors . 

“  “  Grips . 

“  Snow  Sweepers,  etc 


CONSTRUCTION  AND  EQUIPMENT. 


Roadbed  : 

New  Lines  of  Double  Track 
“  “  “  Single 

“  Second  Track . 

“  Conduit  Construction. 

“  Track  Wiring . 

Overhead  Electric  Construction. 
Power  Station  : 

Additions  to  Steam  Plant.. 

“  Electric  “  . . 

“  “  Cable  “  .. 


Barns  and  Stables  : 

Increase  of  Horses . 

“  “  Equipment . 

Rolling  Stock: 

Additions  to  Closed  Car  Bodies 

“  “  Open  “ 

“  “  Trucks . 

“  “  Motors . 

“  “  Grips . 

Repair  Shops  : 

Additions  to  Plant . 


1891. 


1892. 


Totals 


RECAPITULATION. 


Gross  Earnings . 

Operating  Expenses . 

Earnings  over  Operating  Expenses . 

Fixed  Charges . 

Net  Earnings . 

Construction  Account . 

Surplus  Applicable  to  Dividends . 

Dividends  Paid . 

Surplus  Account . 

PERCENTAGES. 


Percentage  Operat’n  Exp’n’es  to  Gross  Earnings 
“  Fixed  Charges  “  “  “ 

“  Net  Earnings  “  “ 

“  Dividends  on  Stock . 

“  Interest  on  Bonds . 


RECORD  BLANKS. 

The  following  forms,  which  are  copies  of  those 
used  on  a  well  managed  line,  will  be  found  admir¬ 
ably  adapted  for  the  purposes  specified. 

RECORD  OF  EMPLOYES. 

The  blank  (form  F,  note  size)  should  be  handed 
the  applicant  when  he  is  engaged,  and  he  should 
also  be  furnished  with  a  copy  of  the  Rule  Book, 
and  with  a  copy  of  instructions  to  motormen  if  he 
is  to  operate  an  electric  car.  When  this  form  is 
returned  and  the  report  is  favorable,  form  G 
should  be  furnished,  which,  after  it  has  gone  its 
rounds,  should  be  returned  to  the  superintendent’s 
office,  when  the  two  forms  should  be  attached  to¬ 
gether  and  filed  away  alphabetically  in  a  case  pro¬ 
vided  for  the  purpose.  When  an  employe  leaves 
the  service  he  should  be  required  to  present  to  the 
secretary  and  treasurer,  a  note  from  the  superin¬ 
tendent  (form  H)  which,  when  it  is  returned, 
should  be  attached  to  the  other  slips  relating  to 
the  case  ;  thus  a  complete  record  will  be  kept  of 
the  dates  when  a  party  entered  or  left  the  service, 
and  which  will  show  where  the  party  may  be  found 
after  leaving  the  service. 


BOOKKEEPING  AND  ACCOUNTS. 


36  9 


ACCIDENT  AND  DAMAGE  BLANKS. 

A  book  of  blanks  (forms  I  and  I1)  should  be  pro¬ 
vided  for  the  conductors,  one  of  which  he  should 
be  required  to  fill  out  in  case  of  an  accident  to 
persons  or  damage  to  property,  the  same  forms 
being  used  in  both  cases  ;  the  two  forms,  however, 
may  be  printed  on  different  colored  paper.  When 
filled  it  should  be  torn  from  the  book  and  sent  to 
the  superintendent’s  office.  On  being  received  at 
the  office  it  should  be  filed  away  for  reference, 
and  a  copy,  if  necessary,  should  be  sent  to  the 
claim  agent  of  the  company,  who  should  interview 
the  witnesses  at  once. 

DAILY  POWER  HOUSE  REPORT  OR  LOG  BOOK. 

The  power  house  daily  report  is  shown  in  form 
J.  The  foreman  should  be  also  required  to  make  a 
report  of  supplies  drawn  each  day. 

A  large  sheet  should  also  be  provided  (form  K) 
on  which  should  be  printed  the  names  of  all  elec¬ 
trical  parts,  classified,  and  small  car  parts,  on  which 
the  storekeeper  of  the  motor  repair  department 
should  make  his  report  to  the  superintendent. 

WINDOW  AND  DOOR  GLASS  RECORD. 

Form  Lis  a  blank  io  X  12  ins.,  which  is  designed 
not  only  for  keeping  a  record  of  broken  glass,  but 
also  to  prevent  breakage  ;  for  after  the  men  are 
confronted  a  few  times  with  this  record  they  will 
learn  to  be  more  careful. 

ARMATURE  REPAIRS. 

Form  M  is  a  copy  of  the  front  and  reverse  sides 
of  the  eyelet  tag  which  should  be  provided,  for  use 
as  per  directions  on  the  reverse  side.  At  the  office 
a  book  properly  ruled  should  be  kept,  into  which 
the  contents  of  the  card  should  be  copied.  By  this 
means  the  cause  of  damage  will  be  recorded,  and 
an  accurate  account  will  be  kept  of  all  armatures 
repaired,  and  by  whom  made. 

(F) 

APPLICATION  BLANKS. 

X.  Y.  Z.  RAILWAY  COMPANY. 

BROWNSTOWN,  February  6th,  1892. 


jyjr.  Samuel  Jones, 

Foreman 

First 

Ave.  Division. 

Place  bearer  Mr. 

Paul  Geary, 

on  with 

Peter  James, 

John  Smith, 

and 

Henry  Robinson, 

for  instructions  in  the  duties  of  Conductor.. . 

B.  G.  Smith,  Sup’t. 

To  Sup’t  X.  Y.  Z.  Railway  Company  : 

Bearer . iW  Geary, . 

has  been  under  instructions  with  the  undersigned  for  the  num¬ 
ber  of  days  set  opposite  our  names. 

He  is  familiar  with  all  rules  and  regulations,  and  with  the 
streets  along  this  route. 

He  is  also  familiar  with  all  switches,  curves  and  turnouts 
about  the  station,  and  the  various  branches  connecting  with 
this  division,  and  I  recommend  him. 

On  with . Peter  fames . ,  . 2 . days. 

<<  John  Smith  ,  3  ■< 

<■  Henry  Robinson  ,  2  ■< 


(G) 

Brownstown.  February  13th, 

1892. 

I, 

Paul  Geary, 

Born  in  Brownstown, 

Age . 3° .  Married. 

Residence  2900  Hill  Street, . 

Desire  employment  with  the  X.  Y.  Z.  Railway  Company 
as  Conductor , 

at  AtV-5^ . Avenue  Division. 

I  have  been  furnished  with  a  printed  copy  of  the  rules  and 
regulations  governing  motormen  and  conductors  of  this  com¬ 
pany,  have  carefully  read  the  same,  and  agree  to  cheerfully 
comply  with  all  of  said  rules,  regulations  and  conditions  con¬ 
tained  therein. 

Occupation  during  last  two  years  as  follows: 

Driver,  Suburban  &  Eastern  Railway  Co.,  8  months'.  Con¬ 
ductor,  People's  Railway  Co.,  16  months. 

Respectfully, 

[Signed. ]  . A«/  Geary. _ 

Recommended  by . Frank  Brown  of  Sub.  &  E.  Xy.  Co., 

Thomas  Smith  of  People's  Railway  Co. 


Deposit  made  and  badge  furnished. 


Thomas  Hall, 

Sec’y. 

Mi.  Samuel  Brown,  Foreman: 

Please  assign  Mr. 

Paul  Geary 

to  a  place 

on  1  he  “  Extra  ”  List. 

B.  G.  Smith, 

Supt. 

Reported  for  duty, 

February  13th,  1802. 

Sam’l  Brown , 

Foreman. 

(H)  X.  Y.  Z.  RAILWAY  COMPANY. 


Brownstown, . . 1892. 

John  Jones,  Treasurer  : 

Please  pay  (between  the  hours  of  2  and  3  o’clock  P.  m.) 
Paul  Geary 

the  amount  due  him  to  date. 

/>’.  G.  Smith,  supt. 

Resigned  to  go  to  Chicago,  III.  Address,  541  Dearborn  St. 


37° 


STREET  RAILWAYS. 


(i) 

ACCIDENT  REPORT  BLANK. 

Brownstowii ,  January  1st ,  iSgi. 
On  our  7:40  P.  M.  trip  going  Past,  at  Broadway 
and  Market  Streets ,  a  lady  stepped  off  the  car  before 
the  same  was  stopped.  The  bell  was  rung  for  the 
crossing ,  but  she  jumped  off  on  the  l Vest  side  and  fell. 
I  stopped  the  car  immediately  and  went  back  to  her,  but 
she  was  not  hurt.  Gave  her  name  as  Airs.  A.  S. 
Good  min,  No.  3490  Belton  Ave. 

N.  Robins,  70S  N.  John  Street. 

G.  J.  Martin,  1240  Broadway. 

IV.  Jones,  Motorman  Car  No.  20. 

A.  Smith,  Conductor  “  “ 


Witnesses  : 


(ID 

DAMAGE  REPORT  BLANK. 

Brownstown,  January  1st,  i8gi. 

On  our  8:10  A.  M.  trip  going  East,  at  Twelfth  and 
Martin  Streets,  we  collided  with  a  wagon  belonging  to 
the  Thompson  Commission  Co.,  of  1130  Jefferson 
Street,  in  charge  of  John  Hopkinson,  damaging  the 
same  slightly  and  bending  the  dash  of  our  car,  No.  84. 
The  driver  pulled  directly  in  front  of  us,  within  ten 
feet  of  the  car,  not  giving  the  motorman  time  to  stop. 

^  J  as.  Wright,  102  N.  Fourth  Street. 

}  A.  Peters,  4128  S.  Broad  Street. 

A.  Wilkinson,  Motorman  Car  No.  86. 
P.  Herbert,  Conductor 


Witnesses . 


<<  11 


(J) 

engineer’s  log  book. 


December , 


1891. 


Generator  No.  i. 
Time. 

Generator  No.  2. 
Time. 

Generator  No.  3. 
Time. 

Voltage. 

Average 

Amperes. 

Average 

El.  H.  P. 

Remarks. 

On. 

Off. 

Run. 

On. 

Off. 

Run. 

On. 

Off. 

Run. 

i 

Engine  No.  i. 
Time. 

Engine  No.  2. 
Time. 

Engine  No.  3. 
Time. 

Steam 

Pressure. 

Average 
Eng.  H.  P. 

Pounds  Coal 
Received. 

Remarks. 

On. 

Off. 

Run. 

On. 

Off. 

Run. 

On. 

Off. 

Run. 

(K) 

STOREKEEPER’S  REPORT  BLANK. 


Brownstown, . . . ....189 


B.  G.  Smith,  Sup’t  X.  Y.  Z.  Railway  Co.: 

I  herewith  report  the  following  material  furnished  from  storeroom . Avenue  Division,  this  day  and  date. 


Material. 

Quantity. 

Size. 

Description. 

For 

Car 

No. 

For 

Car 

No. 

For 

Car 

No. 

For 

Car 

No. 

For 

Car 

No. 

For 

Car 

No. 

For 

Car 

N9. 

For 

Car 

No. 

To  Whom 
Delivered. 

Quantity 
Old  Materia\ 
Returned. 

(1)  Armatures: 

“  Pinions . 

“  Pinion  Keys 
etc. 

BOOKKEEPING  AND  ACCOUNTS. 


37 1 


(i*) 

GLASS  RENEWAL  SLIP. 

Day._ . Date . . . 189 


Car  No. 

Conductor. 

Door  Glass. 

Side  Windows. 

End  Windows. 

Dome  Glass. 

Cause  of  Breakage. 

Name. 

No. 

Remarks. — The  foreman  in  charge  must  fill  out  car  number  and  glass  replaced,  which  information  must  be  furnished  him 
by  the  carpenter  replacing  same.  This  slip  must  then  be  posted  in  the  conductors’  waiting  room  not  later  than  5  o’clock  a.  m., 
and  must  be  left  there  until  9  o’clock  P.  M.  Conductors  must  fill  out  their  name  and  number  and  cause  of  breakage. 


ARMATURE  TAG. 

(Front— M)  (Reverse — M) 


o 

•  1.  Armature  No. _ _ _ .6.342 _ 

2.  Extent  of  Damage . A'a n ds  onoutside 

loose ,  also  damaged  commutator. 


3.  Date  Damaged  Feb.  $th,  1892. 

4.  Cause  of  Damage  IForn  oui  brasses. 


5.  From  Car  No. _ 5 _ 

6.  Motorman . . _ 

7.  Repaired  by  Thomas  Brown. 

8.  Time  Consumed . 8 _ _ Hours. 

9.  Placed  in  Car  No. _ 6 _ 

10.  Date  same  was  replaced 


o 


o 


A  tag  must  be  attached  to  each  Arma¬ 
ture  taken  out,  by  the  Foreman  or  some 
person  designated  by  him,  who  must  fill 
out  the  first  six  (6)  lines. 

The  seventh  and  eighth  lines  must  be 
filled  out  by  Armature  Winder  repairing 
same,  who  must  return  the  tag,  securely 
attached,  to  the  Armature. 

The  tag  must  be  left  on  the  Armature 
until  the  same  has  been  placed  in  some  car. 
when  the  Shop  Foreman  must  fill  out  the 
last  two  lines  and  return  the  tag  to  the 
Superintendent’s  office. 

B.  G.  Smith, 

Superintendent. 


o 


372 


STREET  RAILWAYS. 


(N) 

MILEAGE  SHEET.* 

X.  Y.  Z.  STREET  RAILWAY  COMPANY. 

Single . 1 

Daily  account  of  trips  run  and  Monthly  Report  of  Revenue  Mileage  of  v  Motor  Electric  Car  No 

Double . ) 

and  Cars  towed  by  it,  for  the  Month  of . 189 


REVENUE  MOTOR  TRIPS. 

• 

REVENUE  TOWED  TRIPS. 

CD 

© 

Date.  p 

O 

1 

2 

Motor  trips  on  Route  No. 


@ 


SUMMARY  OF  MILEAGE. 

=  Towed  trips  on  Route  No. 


@ 


Total  Motor  Mileage , 


Total  Towed  Mileage , 


*To  be  compiled  from  the  conductors’  reports. 


CHAPTER  XIII 


HEADING  TYPES  OF'  OAKS  IEEUSTKATED. 


Fig.  i. — Six  Wheel  Radial  Truck  Electric  Car. 


Fig.  2. — Long  Eight  Wheel  Electric  Car — Boston  Type. 


374 


STREET  RAILWAYS 


Fig.  3.— Vestibule  Electric  Car. 


Fig.  5.— Eight  Wheel  Electric  Car  with  Cross  Seats. 


LEADING  TYPES  OF  CARS  ILLUSTRATED 


375 


Fig.  7.— Side  Vestibule  Eight-Wheel  Car. 


376 


STREET  RAILWAYS. 


LEADING  TYPES  OF  CARS  ILLUSTRATED 


377 


Fig.  i2. — Electric  Car. 


Fig.  14. — Street  Railway  Express  Car, 


378 


STREET  RAILWAYS. 


Fig.  15. — Double  Deck,  Side  Vestibule  Electric  Car. 


leading  types  of  cars  illustrated. 


3  79 


Fig.  18.— Double  Deck  Trail  Car 


with  Canopy, 


38° 


STREET  RAILWAYS. 


Fig,  19. — Open  Horse  Car. 


Fig.  20. — Open  Trail  Cable  Car. 


Fig.  21. — Open  Car  with  Roller  Curtains, 


LEADING  TYPES  OF  CARS  ILLUSTRATED. 


Fig.  22.— Open  Motor  Car. 


Fig.  24. — Closed  Cable  Trail  Car. 


382 


STREET  RAILWAYS, 


Fig.  26. — Open  Grip  Car. 


BestM; 


LEADING  TYPES  OF  CARS  ILLUSTRATED 


3«3 


Fig.  27. — Closed  Cable  Car. 


Fig.  28.— Open  Cable  Trail  Car. 


Fig.  29. — Combination  Grip  and  Passenger  Cable  Car, 


384 


STREET  RAILWAYS 


Fig.  30. — Combination  Cable  Car  for  Summer. 


Fig.  32. — Open  Grip  Car 


LEADING  TYPES  OF  CARS  ILLUSTRATED. 


385 


Fig.  34.— Bob  Tail  Car. 


Fig.  35.— Closed  Trail  Car. 


\ 


3^6 


STREET  RAILWAYS 


Fig.  36. — Sixteen  Foot  Horse  Car. 


Fig.  37. — Sixteen  Foot  Horse  Car. 


LEADING  TYPES  OF  CARS  ILLUSTRATED. 


Fig.  40. — Funeral  Car. 


Fig.  41.— Sixteen  Foot  Horse  Car. 


388 


STREET  RAILWAYS. 


Fig.  42. — Car  Interior. 


Fig.  43. — SrucED  Side  Vestibule  Electric  Car, 


LEADING  TYPES  OF  CARS  ILLUSTRATED, 


389 


Fig.  45. — Closed  Electric  Car  with  Window  Guard  Rails. 


Fig.  46. — Combined  Passenger  and  Freight  Car 


39° 


STREET  RAILWAYS. 


Fig.  47.— Eighteen  Foot  Electric  Car. 


The  cars  shown  in  the  foregoing  illustrations  were  built  by  the  following  firms.  The  numbers 
after  the  name  refer  to  the  corresponding  figures  : 

American  Car  Co.,  St.  Louis,  Mo.,  Builders  of  Fig.  47. 

Brill  Co.,  J.  G.,  Philadelphia,  Pa.,  Builders  of  Figs.  3,  5,  7,  9,  14,  18,  21,  22,  27,  31,  35,  38,  40,  45,  46. 

Briggs  Carriage  Co.,  Amesbury,  Mass.,  Builder  of  Fig.  19. 

Brownell  Car  Co.,  St.  Louis,  Mo.,  Builders  of  Figs.  29,  30,  32,  34,  44. 

Ellis  Car  Co.,  Amesbury,  Mass.,  Builders  of  Fig.  11. 

Gilbert  Car  Co.,  Troy,  N.  Y.,  Builders  of  Fig.  4. 

Jones’  Sons,  J.  M.,  West  Troy,  N.  Y.,  Builders  of  Figs,  r,  2,  20. 

Laclede  Car  Co.,  St.  Louis,  Mo.,  Builders  of  Figs.  24,  25,  28,  33. 

Lamokin  Car  Works,  Chester,  Pa.,  Builders  of  Fig.  8. 

Lewis  &  Fowler  Manufacturing  Co.,  Brooklyn,  N.  Y.,  Builders  of  Fig.  41. 

Lindell  Railway  Co.,  St.  Louis,  Mo.,  Builders  of  Fig.  43. 

Newburyport  Car  Manufacturing  Co.,  Newburyport,  Mass.,  Builders  of  Fig.  36. 

Philadelphia  Traction  Co.,  Builders  of  Fig.  23. 

Pullman's  Palace  Car  Co.,  Pullman,  Ill.,  Builders  of  Figs.  15,  16. 

Randall,  I.  H.,  Boston,  Mass.,  Builders  of  Fig.  39. 

Sessions  Passenger  Car  Co.,  Chicago,  Ill.,  Builders  of  Fig.  17. 

Stephenson  Co.,  John,  Limited,  New  York,  Builders  of  Figs.  6,  10,  13,  26,  37. 

St.  Louis  Car  Co.,  St.  Louis,  Mo.,  Builders  of  Figs.  12,  42. 


CHAPTER  XIV. 


AUXILIARY  APPLIANCES. 


The  following  illustrations  represent  some  of  the  leading  articles  that  are  employed  either  in  the 
construction  or  operation  of  street  railways,  in  addition  to  those  illustrated  in  previous  chapters.  They 
are  not  given  as  the  only  models  on  the  market  for  the  purposes  for  which  they  were  designed,  but 
serve  to  show  the  character  of  the  devices  which  are  necessary  to  successful  operation,  and  of  whom 
such  appliances  may  be  purchased.  Many  of  them  will  serve  as  patterns  after  which  a  company  may 
make  their  own  designs. 

In  case  other  devices  are  required,  or  the  names  of  other  manufacturers,  information  can  be  obtained 
by  addressing  the  Street  Railway  Journal 

The  following  firms  are  named  as  the  builders  of  the  different  classes  of  tools  and  appliances.  The 
numhers  following  the  name  indicate  the  figures  illustrated. 


American  Horse  Protector  Co.,  430  West  Fourteenth  Street, 
New  York,  Fig  72. 

Bakeman  &  Co.,  Frank,  6  Rotunda,  Rookery,  Chicago,  Ill . , 
Fig.  77- 

Beadle,  Edward,  1,19s  Broadway,  New  York,  Figs.  3,  5,6, 
14. 15- 

Brooklyn  Railway  Supply  Co.,  Stamford,  Conn.,  Figs.  66,  71. 
Brownell  Car  Co.,  St.  Louis,  Mo.,  Fig.  16. 

Chicago  City  Railway  Co.,  Chicago,  Ill.,  Fig.  67. 

Chicago  Wood  Mat  Co.,  247  North  Wells  Street,  Chicago.  Ill.. 
Fig.  17. 

Davis  &  Cook,  Watertown,  N.  Y. ,  Figs.  37,  38. 

Day,  Augustus,  71  State  Screet,  Detroit.  Mich.,  Figs.  43,  65. 
Dayton  Manufacturing  Co.,  Dayton,  O.,  Figs.  42,  44 
Dry  Dock,  East  Broadway  &  Battery  Railway  Co..  New 
York,  Fig.  99. 

Dudgeon,  Richard,  24  Columbia  Street,  New  York,  Figs.  55, 

58,  59.  61. 

Ellis  Car  Co.,  Amesbury,  Mass.,  Fig.  64. 

Falls  Rivet  &  Machine  Co.,  Cuyahoga  Falls,  O.,  Fig  101, 

Frost  Veneer  Seating  Co.,  206  Canal  Street,  New  York  Fig. 
102. 

Fulton  Foundry  Co.,  202  Merwin  Street,  Cleveland,  O.,  Fig.  39. 
Harris,  Wn».,  &  Co.,  44  Broadway,  New  York,  Fig.  86. 

Hill  Clutch  Works,  Cleveland,  O.,  Fig.  100. 

Lewis  &  Fowler  Manufacturing  Co.,  Brooklyn,  N.  Y.,  Figs  2, 
36,  40,  62. 

Lima  Register  Co.,  Lima,  O.,  Fig.  4. 

Masson,  Milton  I.,  109  West  Twelfth  Street,  New  York,  Fig.n. 
Millers  Falls  Co.,  93  Reade  Street,  New  York,  Figs.  96,  97, 
Meaker  Manufacturing  Co.,  Chicago,  Ill.,  Fig,  7. 

Moseman,  C.  M. ,  &  Bro,  128  Chambers  Street,  New  York, 
Fig.  74 

New  Departure  Bell  Co..  Bristol  Conn.,  Fig.  41 


New  York  Steel  Mat  Co.,  234  Broadway,  New  York,  Figs. 

12,  13. 

Perfection  Oil  Purifying  Co.,  136  Liberty  Street,  New  York, 
Fig.  79- 

Pittsburgh  Steel  Hollow  Ware  Co.  (Ltd.),  Pittsburgh,  Pa., 
Fig-  47- 

Railway  Equipment  Co.,  Chicago,  Ill.,  Figs.  76,  78,  80,  87,  88. 
90,  92,  93,  95. 

Reliable  Manufacturing  Co.  ,53  State  Street,  Boston,  Mass. 
Fig.  35- 

Ross,  E.  M.  Co.,  Springfield,  O.,  Fig.  82,  83. 

Smith,  Josephine  D.,  350  Pearl  Street.  New  York,  Figs.  22, 
23,  24,  25,  26,  27,  29,  30,  31,  34. 

Standard  Index  &  Register  Co.,  New  York,  Fig.  8. 

Steam  Gauge  &  Lantern  Co.,  Syracuse,  New  York,  Figs,  20,  21, 
28,  32,  33. 

The  Q  &  C.  Co.,  703  Phoenix  Building,  Chicago,  III.,  Fig,  73. 
St.  Louis  Car  Co.,  St.  Louis,  Mo.,  Fig.  9. 

Third  Avenue  Railway  Co.,  New  York,  Figs.  69,  70. 
Thomson-Houston  Electric  Co.,  Boston,  Mass.,  Fig.  63, 
Tilden,  B.  E.,  &  Co.,  Cleveland  O. ,  Fig.  48. 

Toflfler.  A.,  21 1  East  Twenty-second  Street,  New  York,  Figs 
18,  19. 

Tucker,  C  H.,  Jr.,  &  Bro.,  129  Liberty  Street  New  York, 
Fig.  75- 

United  Tramway  Sprinkler  Co.,  Louisville,  Ky. ,  Fig.  68. 
Wales  Manufacturing  Co.,  Syracuse  N.  Y.  Fig.  10. 

Watson  &  Stillman,  204  East  Forty-third  Street,  New  York 
Figs.  49,  50,  51,  22,  53,  54,  56,  60. 

Wharton,  Wm.,  Jr.,  &  Co.  .Twenty-fifth  Street  &  Washington 
Avenue,  Philadelphia,  Pa.,  Figs.  1,  89. 

Wood  &  Fowler,  Los  Angeles,  Cal.,  Fig.  45. 

White,  Edward  C.,  556  West  Thirty-fourth  Street,  New  York, 
Figs,  64a,  98. 


392 


STREET  RAILWAYS. 


AUXILIARY  APPLIANCES, 


Fig.  4. — Stationary  Register 


394 


STREET  RAILWAYS. 


Fig.  8.— Stationary  Register. 


F ig.  7. — Portable  Register. 


Fig.  9. — Fare  Box. 


Fig.  10. — Fare  Box. 


FRONT  VIEW. 

Fig. 


BACK  VIEW. 

11. — Fare  Box. 


AUXILIARY  APPLIANCES. 


395 


Fig.  12. — Wire  Mat. 


Fig.  15. — Folding  Wood  Mat.  Fig.  18. — Rolling  Wood  Mat. 


/flu 

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1 

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:  t  t  : 

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1 

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iTi  in  t 

nr 

1 

■ 

11 

in 

inr 

1 

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"1 

T 

j  in  t  "  r 

inr 

1 

1 

r 

T 

"tttI 

mr 

■ 

1 

rn 

‘in  T"“_ 

inr 

s 

1 

v 

T 

limn" 

inr 

- 

■ 

T 

■iirr'i" 

inr 

T 

r" 

"  T 

w 

■ 

11 

‘  ■'  " 

' 

11 

'  T 

- 

1  1 

' 

” 

- - 

=  TV  =  T\ 

"IT 

r 

*  -< 

THT’" 

II 

r 

"IT 

' 

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“CTj: 

11 

Trrrii]] 

Fig.  13.— Rubber  Mat, 


Fig.  14, — Folding  Wood  Mat. 


/ 


Fig.  20. — Head  Light. 


Fig.  28. — Tubular  Square 
Lamp. 


Fig.  32. — Head  Light. 


Fig.  21. — Hanging  Lamp. 


Fig.  33, — Lantern. 


Fig.  22. — Two  Group  Lamp. 


Fig.  23.— Three  Group  Lamp. 


Fig.  27. — Dome  Light. 


Fig.  31. — Combined  Orna- 
mentai  Lamp. 


Fig.  34.— Head  Light. 


AUXILIARY  APPLIANCES. 


3  97 


Fig.  37. — Track  Level. 


Fig.  40. — Car  Heater. 


Fig.  38. — Track  Level. 


398 


STREET  RAILWAYS. 


Fig.  43.— Track  Cleaner. 


AUXILIARY  APPLIANCES. 


399 


Fig.  45. — Track  Brake  for  Electric  Cars. 


Fig.  46. — Track  Brake 


Fig.  48. — Street  Car  Replacers. 


Fig.  47. — Rolled  Steel  Platform  Gong. 


400 


STREET  RAILWAYS. 


Fig.  49. — Hydraulic  Web  Punch. 


Fig.  50. — Spikb  Slot  Punch.  Hydraulic  Jack. 


Fig.,  53. — Belt  Power  Wheel  Press. 


AUXILIARY  APPLIANCES 


401 


Fig.  55.— Hydraulic  Spike  Punch. 


Fig.  57. — Screw  Jack. 


Fig.  59. — Fish  Plate  Punch. 


Fig.  60. — Horizontal  Jack. 


Fig.  56. — Journal  Box  Jack. 


402 


STREET  RAILWAYS. 


Fig.  62. — Electric  Sweeper. 


Fig.  63. — Combined  Electric  Snow  Plow  and  Sweeper, 


AUXILIARY  APPLIANCES. 


4°3 


Fig.  66. — Walkaway  Snow  Plow. 


404 


STREET  RAILWAYS, 


Fig.  67. — Wrecking  or  Emergency  Wagon. 


Fig.  71.— Track  Broom. 


Fig.  73. — Rail  Saw  and  Samples  of  Work. 


406 


STREET  RAILWAYS. 


r-Poirrc 


Fig.  77. — Ratchet  Drile. 


Fig.  79.— 15il  Filter. 


Fig.  76. — “  Perfection  ’’  Oil  Can. 


Fig.  80.— “  Perfection  ” 

Oil  Can. 


Fig.  78. — Pipe  Wrench. 


Fig.  75.— Track  Light. 


Fig.  81. — Sand  Drier. 


AUXILIARY  APPLIANCES. 


407 


Fig.  85. — Grist  Mill. 


Fig.  84. — Hand  Hay  Cutter. 


Fig.  86. — Rail  Bending  Machine. 


Fig.  83. — Power  Hay  Cutter  with  Conveyor. 


Fig.  82.— Power  Hay  Cutter. 


408 


STREET  RAILWAYS. 


Fig.  89. — Gyrating  Hoist. 


Fig.  87. — Geared  Differ¬ 
ential  Pulley  Block. 


AUXILIARY  APPLIANCES. 


409 


Fig.  94. — Combined  Hand  Hoist  and  Trolley. 


Fig.  95. — The  Wason  Lightning  Arrester. 

(Described  on  page  64.) 


Fig.  91.— Hand  Hoist. 


Fig.  92. — Lineman’s  Vice. 


Fig.  93.— Combination  Drill  and  Bit  Brace. 


Fig.  97. — Hack  Saw. 


4io 


STREET  RAILWAYS. 


Fig.  99. — Automatic  Switch. 


AUXILIARY  APPLIANCES. 


Fig.  ioo. — Friction  Pulley.  Fig.  ioi. — Friction  Pulley. 


Fig.  io2.— Three  Ply  Veneer, 


APPENDIX  TO  FIRST  CHAPTER. 


MOTORS. 

The  street  car  motor  equipment  which  the  De¬ 
troit  Electrical  Works  early  put  in  practical  opera¬ 
tion  on  a  large  number  of  street  railways,  and 
which  consisted  of  placing  one  motor  of  ample  ca¬ 
pacity  longitudinally  under  the  car  and  coupling 
it  by  means  of  bevelled  gear  with  both  axles  (p.  37), 
has  been  followed  by  a  design  that  differs  mate¬ 
rially  from  the  type  formerly  used  by  any  system 
of  motor  equipment.  From  the  accompanying  en- 


cently  devised,  which  consists  of  a  solid  sphere 
turned  on  the  axle  at  its  middle,  and  a  shell  fitting 
snugly  around  it,  after  the  fashion  of  the  well 
known  ball  and  socket  joint.  The  shell  is  secured 
to  the  sphere  or  ball  by  two  or  more  driving  studs, 
with  an  annulus  or  loose  nut  over  each.  This  nut 
is  carried  in  an  opening  or  slot  in  the  shell,  of  the 
same  width  as  the  nut,  but  long  enough  in  line 
with  the  axle  to  permit  of  the  necessary  travel  of 
the  shell  on  the  ball  in  the  motion  accompanying 


gravings  (Figs.  1  to  3),  it  will  be  noted  that  the  new 
principle  consists  in  coupling  a  single  reduction 
motor  to  the  axles,  permiting  the  latter  to  be  per¬ 
fectly  free  to  change  their  angular  position  with¬ 
out  affecting  the  relation  of  the  bevel  gear  and 
pinion,  one  to  the  other.  The  axles,  although 
driven  simultaneously  from  one  armature  shaft, 
are  independent  and  free  to  adapt  themselves  to 
curves  and  uneven  track,  and  even  to  run  off  the 
track  without  changing  the  mesh  of  the  gears  in 
the  slightest  particular. 

This  flexibility,  or  universal  movement,  is  accom¬ 
plished  by  means  of  a  new  mechanical  joint  re- 


any  tendency  for  the  car  wheels  to  be  thrown  out 
of  the  same  plane.  The  bevel  gears  for  driving  the 
axles  are  made  in  the  form  of  a  toothed  rim,  with¬ 
out  centre  or  hub  and  are  secured  to  the  outside  of 
the  shell  by  bolts,  but  in  such  a  manner  as  to  re¬ 
ceive  their  motion  only  through  coil  springs  that 
are  always  under  compression.  This  resiliency  of 
the  larger  gears  fills  the  three-fold  purpose  of  (a) 
lessening  the  wear  of  the  teeth  ;  (£)  relieving  the 
teeth  from  shocks  in  starting  the  car  or  striking 
obstacles  ;  and  (c)  of  accommodating  any  unequal 
wear  of  one  pair  of  wheels  over  the  other  in  the 
same  truck,  without  subjecting  the  armature  shaft 


APPENDIX  TO  FIRST  CHAPTER. 


4i3 


to  any  strain  other  than  its  normal  work  of  rota¬ 
tion.  The  gears  and  pinions  are  of  the  “shroud¬ 
ed  ’  type,  each  pair  being  of  sufficiently  ample  pro¬ 
portions  and  strength  to  transmit  the  full  power 
of  the  motor  should  any  accident  happen  to  one 
pair  of  wheels  or  their  axles. 

The  shell  surrounding  the  ball  on  the  axle,  and 


frrrift 

Fig.  2. — Flexible  Gear  Shaft — Detroit  Motor. 

through  which  the  motion  to  the  axle  is  imparted 
by  means  of  the  stud  and  loose  nut,  is  journaled  at 
each  end,  through  which  the  axle  passes,  in  the 
frame  supporting  the  motor  and  connecting  the 
axles  together  ;  the  novelty  being  here  introduced 
of  permanently  fixing  the  driving  shaft,  or  shell  in 
this  case,  and  permitting  the  driven  shaft,  or  axle, 
to  change  its  relative  position  at  will.  All  parts 
of  this  new  joint  are  made  of  steel  to  secure  re¬ 
quisite  strength  with  minimum  weight  and  size. 
The  only  wearing  sur¬ 
faces  are  the  journals 
of  the  shell  in  the 
frame  and  the  loose 
nut  on  the  driving 
studs,  the  shell  not 
moving  on  the  ball 
except  to  compensate 
for  irregularities  in 

track.  The  journals  of  the  shell  are,  therefore, 
made  very  large  ;  and,  as  no  pressure  of  conse¬ 
quence  is  brought  on  them,  the  wear,  it  is  expected, 
will  be  very  slight.  The  stud  nuts  are  made  of 
phosphor  bronze,  and  can  be  readily  slipped  off 
from  outside  the  shell  when  worn,  and  replaced 
by  new  ones  in  a  few  moments’  time  at  a  trifling 
expense. 

The  “  diamond”  truck — so  called  from  the  figure 
formed  by  the  truss  rods — has  been  adopted  for 
this  motor  which  is  carried  in  the  frame,  as  shown 


in  the  cuts  accompanying,  but  the  weight  is  carried 
on  the  outside  truck  through  coil  springs  placed  in 
caps  on  top  and  bottom,  so  arranged  as  to  permit 
the  requisite  weight  to  be  received  by  the  springs 
when  the  motor  is  placed,  and  securely  fastened 
thereafter. 

The  motor  proper  is  of  a  double  magnet  type, 
used  extensively  heretofore  by  this  company  in  all 
of  its  standard  double  reduction  equipments.  The 
size  illustrated  is  of  capacity  sufficient,  it  is  claimed, 
to  develop  forty  mechanical  H.  P.  continuously  for 
eighteen  hours  without  undue  heating  of  wires  or 
commutator,  but  it  may  be  safely  worked  at  fifty 
H.  P.  for  short  periods  of  time.  The  armature 
speed  is  240  turns  per  minute,  which  not  only 
allows  of  a  very  low  ratio  of  gearing  (three  to 
one  ordinarily),  but  also  permits  of  a  very 
slow  car  travel  where  conditions  on  city  lines 
require  it.  The  maximum  speed  attained  with  the 
use  of  the  usual  controlling  arrangement  for  this 
motor,  is  twenty-five  miles  per  hour. 

The  fields  are  forged  from  the  highest  grade  of 
scrap,  and  all  the  wire  used  on  the  armature  and 
field  coils  is  carefully  insulated  at  the  company’s 
factory.  The  armature  itself  is  wound  bv  a 


Street  Hail  way  Journal  j 

-Diamond  Truck — Detroit  Motor. 


method  patented  and  owned  by  the  company. 
The  removal  of  the  armature  from  the  motor  is 
effected  at  the  top  by  removing  the  upper  field 
magnet.  The  electrical  efficiency  of  the  motor  is 
claimed  to  be  ninety-one  per  cent.,  and,  as  the 
gearing  is  simple  in  arrangement  and  all  bearings 
are  large,  the  resulting  mechanical  efficiency  of 
the  whole  machine  is  said  to  be  not  less  than 
eighty  per  cent. 

The  weight  of  the  forty  H.  P.  equipment  illus¬ 
trated  is,  approximately,  6,000  lbs.  exclusive  of  the 


414 


STREET  RAILWAYS. 


outside  truck  frame,  but  including  wheels  and 
axles.  The  company  furnish  these  latter  with  the 
motor,  and  adapt  the  machine  to  any  make  of  car 
truck  desired  by  the  street  railway  companies. 

The  latest  types  of  Eickemeyer-Field  electric 
motor  trucks  for  street  railway  cars  are  shown  in 
Figs.  4  and  6.  The  first  has  a  six  foot  wheel  base, 
and  is  designed  for  a  sixteen  foot  or  single  truck 
car,  the  second  has  a  four  foot  eight  inch  wheel 
base,  and  is  designed  for  a  double  truck  car.  As 
will  be  seen,  the  apparatus  differs  in  many  impor- 


has  a  resistance  of  less  than  one-half  ohm.  The  ar¬ 
mature  has  a  resistance  of  three-quarters  of  an  ohm 
and  is  built  up  of  wrought  iron  discs,  and  wound 
with  coils  of  No.  9  B.  &  S.  wire,  so  arranged  that 
the  separate  armature  coils  do  not  cross  each  other, 
and  any  one  can  be  removed.  This  arrangement 
secures  perfect  electrical  and  mechanical  balance 
in  all  positions  of  the  armature;  each  coil  is  of  the 
same  resistance,  and  every  convolution  in  the  same 
relative  position  with  reference  to  its  opposite  con¬ 
volution. 


Fig.  4. — Eickemeyer-Field  Electric  Motor  Truck. 


ant  particulars  from  any  heretofore  described,  and 
in  both  trucks  consists  essentially  of  a  gearless 
motor  mounted  in  a  frame  of  special  design,  and 
arranged  to  drive  both  axles  by  means  of  parallel 
rods;  thus,  all  the  wheels  move  in  unison,  which 
wholly  overcomes  the  tendency  to  slip  on  wet  rails 
or  curves. 

The  motor  is  of  the  iron  clad  type;  the  cast  steel 
casing  which  entirely  surrounds  the  field  coils  and 
protects  them  from  accidental  injury  also  acts 
as  a  part  of  the  magnetic  circuit.  The  field  coils 
are  not  mounted  on  pole  pieces,  but  surround  the 
armature,  making  the  length  of  magnetic  circuit 
as  short  as  possible  and  utilizing  all  the  lines  of 
magnetic  force.  The  field  is  commutated  for 
speed  regulation,  and  when  the  coils  are  in  parallel 


The  motor  is  mounted  in  the  frame  in  such  a 
manner  as  to  permit  of  easy  inspection  or  access 
to  any  part,  a  removal  of  but  four  bolts  allowing 
the  motor  to  be  run  from  under  the  car  body. 
The  thirty-five  H.  P.  motor,  such  as  is  used  on 
the  trucks  shown  has  a  speed  of  150  revolutions 
per  minute  when  the  car  is  running  at  twelve  miles 
per  hour. 

The  frame  supporting  the  motor  is  a  single 
nearly  square  casting,  and  is  entirely  closed  under 
neath,  so  that  no  mud  or  moisture  from  the  street 
can  reach  the  electrical  apparatus.  It  is  spring 
supported  on  the  axles,  so  that  the  motor  is  abso¬ 
lutely  rigid  in  the  direction  of  travel,  while  cush 
ioned  vertically.  To  allow  free  movement  of 
motor  and  car  in  every  direction,  the  connecting 


APPENDIX  TO  FIRST  CHAPTER. 


4i5 


rods  are  jointed  and  provided  with  swivel  boxes 
at  their  extremities,  so  that,  no  matter  what  track  ir¬ 
regularities  are  encountered,  there  is  no  consequent 
binding  of  parts  or  undue  friction.  The  weight  of 
the  complete  thirty-five  H.  P.  motor  truck,  including 
wheels,  axles  and  fittings  is  9,000  lbs.,  and  its  total 
efficiency  of  operation  is  said  to  be  eighty  per  cent. 

Owing  to  the  location  of  the  motor  between  the 
two  axles  where  ample  space  is  available,  the  car 


on  rails  of  medium  weight  such  as  are  found  on 
existing  horse  car  lines,  thus  avoiding  the  expen¬ 
sive  re-equipment  with  heavy  rails  found  necessary 
in  the  introduction  of  many  other  systems  ;  ( b )  that 
by  the  method  of  connection  between  the  armature 
shaft  and  axles  the  loss  of  power  by  friction  of 
gears  is  reduced,  and  the  mechanism  made  abso¬ 
lutely  noiseless;  while  at  the  same  time  (c)  the  mo¬ 
tor  does  not  surround  the  axles,  and  all  parts  are 


wheels  with  this  system  are  only  twenty-six  inches 
in  diameter,  the  lowest  part  of  the  motor  frame 
being  four  and  a  half  inches  above  the  ground. 
This  not  only  makes  the  car  easy  of  access  for  pas 
sengers,  but  also  gives  a  low  centre  of  gravity  for 
the  entire  car  and  truck,  with  corresponding  de¬ 
crease  of  any  oscillating  motion. 

Among  the  special  advantages  claimed  by  the 
manufacturers  and  proved  by  extended  operations 
during  the  past  year,  are  (a)  that  owing  to  the  fact 
that  no  dead  weight  is  carried  on  the  axles  the  de¬ 
trimental  effect  to  motor  and  rails  from  irregulari¬ 
ties  of  track  is  small,  and  the  cars  can  be  operated 


easy  of  access,  and  can  easily  be  removed  if  nec¬ 
essary.  Eig.  5  shows  a  sixteen  foot  Eickemeyer- 
Field  car  in  operation,  and  Fig.  7  gives  a  view  of  a 
thirty-three  foot  car  with  swivel  trucks. 

The  Wightman  electric  railway  motor  shown 
in  Figs.  8  and  9  is  of  the  single  reduction,  iron¬ 
clad  type,  the  field  coils  being  entirely  protected  by 
the  magnet  frame.  There  are  four  poles,  excited 
by  two  sets  of  field  windings,  each  winding  consist¬ 
ing  of  three  separate  coils.  The  armature  is  of 
the  Gramme  ring  type. 

The  commutator  is  cross  connected,  so  that  only 
two  brushes  are  required,  these  being  placed  on  the 


416 


STREET  RAILWAYS, 


APPENDIX  TO  FIRST  CHAPTER. 


4i7 


top  of  the  commutator  ninety  degrees  distant  from 
each  other.  The  crossing  cables  are  formed  into  a 
flat  disc  which  is  firmly  bolted  to  the  head  of  the 
commutator,  reducing  the  possibility  of  breakage 
from  vibration  or  other  cause.  The  commutator 
can  be  readily  removed  from  the  armature  shaft, 
if  necessary,  since  each  bar  is  fastened  to  its  own 
lead  wire  without  screws,  and  in  such  a  way  that 
the  two  can  be  readily  detached.  The  armature 
bearings  are  self  oiling  and  dust  proof  ;  and  are 
mounted  on  a  substantial  frame  forming  part  of 
the  field  magnet  casting. 


Fig.  9  shows  clearly  the  style  of  casing  used 
with  the  motor,  which,  while  practically  dust  and 
water  proof,  permits  of  ample  ventilation.  The 
casing  is  made  of  sheet  steel  firmly  riveted  to  the 
motor  frame,  and  so  arranged  as  not  to  interfere 
with  easy  access  to  the  motor. 

The  gear  case  is  of  malleable  iron  in  three  parts, 
easy  to  attach  and  take  off,  and  at  the  same  time 
so  fastened  together  that  the  parts  cannot  work 
loose. 

The  motor  is  sleeved  upon  the  car  axle  at  one 
end  and  flexibly  supported  at  the  other  end  by 


Fig.  8. — Wightman  Motor. 


The  armature  pinion  has  fifteen  teeth  and  a 
diameter  of  five  inches,  the  reduction  in  gearing 
being  4.4  to  1.  This,  with  a  car  speed  of  ten  miles 
per  hour,  gives  480  revolutions  of  the  armature 
shaft  per  minute. 

A  conspicuous  feature  of  the  motor  arrange¬ 
ment  is  the  ready  access  to  every  part.  The  top 
field  pole  is  hinged  at  one  end,  so  that  by  the  re¬ 
moval  of  two  bolts,  which  makes  it  possible  to  lift 
off  this  pole,  one  set  of  field  coils  can  be  removed 
without  disturbing  the  other  or  the  armature.  The 
resistance  of  the  armature  is  .75  ohm,  and  that  of 
the  main  field  coils  .15  ohm,  and  the  commercial 
efficiency  of  the  motor  is  said  to  be  as  high  as 
eighty-seven  per  cent. 


the  use  of  a  flat  steel  spring  carried  on  the  cross 
bar  of  the  truck  as  shown.  The  weight  of  each 
motor,  with  casing  and  gears  complete,  is  2,200 
lbs. 

The  controlling  switch  has  the  speed  controlling 
handle  and  the  reversing  handle  combined  in  one, 
and  regulation  is  obtained  without  the  use  of  any 
external  resistance  above  a  car  speed  of  three  or 
four  miles  per  hour.  There  are  five  speed  con¬ 
tacts  possible  for  each  direction  of  operation.  The 
tendency  of  the  current  to  arc  in  the  regulating 
device  on  breaking  contacts  is  prevented  by  the 
agency  of  a  magnet  fixed  on  the  back  of  the  switch- 
base.  The  poles  of  this  magnet  come  directly 
opposite  the  space  between  -  the  contacts,  and  it 


418 


STREET  RAILWAYS. 


blows  out  any  arc  formed,  by  the  well  known  ac¬ 
tion  of  a  magnet  pole  upon  an  electric  current. 
The  rheostat  is  three  inches  in  diameter  by  eight- 


Houston  Electric  Co.,  during  the  latter  half  of 
1891,  to  manufacture  a  machine  for  this  purpose, 
and  the  success  of  the  motor  has  been  so  great  that 


Fig.  9. — Wightman  Motor  Encased. 


een  inches  long,  is  fire  proof,  and  has  a  resistance 
of  twelve  ohms.  The  special  claims  made  for  the 
motor  are  high  economy  with  the  varying  speeds 
and  loads  met  in  street  railway  practice,  and 


it  has  been  employed  on  a  number  of  standard 
gauge  roads. 

The  electrical  parts  of  this  motor  are  so  carefully 
protected  from  mechanical  injury, snow  and  water, 


Fig.  10. — Waterproof  Motor. 


durability  secured  by  having  a  motor  of  ample 
capacity  for  the  work  required. 

The  wide  demand  for  an  electric  motor  adapted 
to  a  narrow  gauge  car  induced  the  Thomson- 


that  the  machine  has  taken  its  name  from  this  feat¬ 
ure,  and  is  called  W.  P.,  or  waterproof. 

The  motor  frame  (Fig.  10)  consists  of  two  steel 
castings  clamped  together  by  bolts  at  the  front 


APPENDIX  TO 


FIRST  CHAPTER. 


419 


and  back,  the  axle  brasses  being  held  together  be¬ 
tween  the  two  parts.  The  lower  casting  is  shaped 
somewhat  like  a  boat,  rounding  up  from  a  plow 
shaped  bottom  which  will  throw  aside  stones  or 
other  obstructions  which  may  be  encountered  on 


relieve  the  bearings  of  its  weight.  There  will, 
therefore,  tinder  ordinary  conditions,  be  no  tend¬ 
ency  to  undue  heating  at  this  point.  The  parts 
of  the  frame  being  hinged  together  at  the  axle 
end,  the  armature  can  be  readily  removed.  The 


Fig.  ii.— Direct  Coupled  Vertical  Engine  and  Multipolar  Generator. 


the  track.  The  upper  half  meets  the  lower  except 
upon  the  armature  bearings  where  holes  are  left 
for  access  to  bearings  and  commutator  for  ventila¬ 
tion.  Only  one  field  spool  is  used,  and  this  sur¬ 
rounds  the  armature  and  upper  pole  piece,  and  is 
itself  completely  covered  by  the  frame. 

A  feature  of  this  machine  is  the  fact  that  it  is  so 
proportioned  that  at  its  normal  load  the  solenoidal 
pull  of  the  field  is  sufficient  to  lift  the  armature  and 


motor  being  completely  enclosed  below,  can  be 
run  in  water  up  to  the  axle  without  injury. 

Not  only  is  the  motor,  as  a  whole,  iron  clad,  but 
the  armature  is  also  iron  clad.  The  core  is  a  ring 
with  projecting  teeth  between  which  the  coils  are 
wound  and  held  firmly  in  place  by  wooden  wedges. 
No  binding  wire  is  used,  and  to  replace  the  coil  it 
is  only  necessary  to  draw  out  a  wedge,  and  the  coil 
can  be  rewound  without  disturbing  the  rest  of  the 


420 


STREET  RAILWAYS. 


Fig.  12. — Improved  Short  Railway  Generator. 


APPENDIX  TO  FIRST  CHAPTER. 


421 


winding.  Joints  in  the  wire,  when  necessary,  are 
electrically  welded,  no  solder  whatever  being  em¬ 
ployed. 

It  will  be  noticed  that  practically  all  the  metal  in 
the  machine  is  used  in  the  magnetic  circuit,  thus 
making  the  weight  of  both  iron  and  copper  small. 
The  air  gap  is  also  very  small,  so  that  the  efficiency 
of  the  motor  is  high. 


nets,  twelve  in  number,  are  bolted  to  the  frame,  and 
carry  both  shunt  and  series  coils.  The  armature, 
which  is  mounted  on  a  shaft  thirteen  feet  in  length, 
is  of  the  well  known  ring  type,  built  by  this  com¬ 
pany,  and  is  fifty  inches  in  diameter.  The  shaft 
runs  in  self  oiling  and  self  centering  bearings. 
The  centre  bearing  is  provided  with  six  thrust 
collars.  The  box  in  which  this  bearing  runs  is 


•gmunninnni 


11ULU1 


rnT  1 1 1 1 1 


.  I  f»i  Mtuitux 


■Street  and  Steam  Railway  Crossing  Protected  by  the  Hall  Automatic  Danger  Signal, 


The  gears  are  of  steel  and  run  in  an  oil  tight 
case.  The  small  size  of  the  motor  permits  two  of 
them  to  be  mounted  on  a  truck  of  five  feet  wheel 
base  and  three  feet  gauge.  The  nominal  capacity 
of  the  motor  shown  in  the  view  is  fifteen  H.  P., 
but  other  sizes  are  manufactured. 

GENERATORS. 

Fig.  12  illustrates  a  300  H.  P.  generator  lately 
put  on  the  market  by  the  Short  Electric  Railway 
Co.,  Cleveland  O.  This  generator  is  capable  of 
delivering  a  current  of  500  amperes  at  a  pressure  of 
500  volts.  The  frame  is  of  a  new  design,  thirteen 
feet  in  length  and  weighs  ten  tons.  The  field  mag- 


provided  with  a  new  device  by  means  of  which  it 
can  be  easily  adjusted.  On  the  lower  half  of  the 
box  there  is  cast  a  feather  which  moves  in  a  simi¬ 
lar  groove  in  the  frame,  and  is  operated  by  a 
screw  which  extends  through  the  frame.  This 
screw  is  provided  with  a  hand  wheel  and  jam  nut 
by  means  of  which  it  can  be  easily  held  and  ad¬ 
justed.  The  commutator  is  of  large  diameter 
(twenty-four  inches)  and  contains  200  bars.  The 
brushes  are  six  in  number  and  are  carried  and 
adjusted  in  a  novel  manner.  A  split  wheel  is  pro¬ 
vided,  in  the  lower  side  of  which  are  gear  teeth 
which  mesh  into  a  pinion  mounted  on  the  shaft 


422 


STREET  RAILWAYS. 


which  extends  from  the  frame.  On  the  outer  end 
of  this  shaft  are  a  wheel  and  jam  nut  by  means  of 
which  the  brushes  can  be  easily  and  quickly  ad¬ 
justed  and  held.  This  generator  is  designed  to 
run  at  300  revolutions  belted,  and  250  revolutions 
when  connected  direct  to  an  engine. 

ELECTRIC  CROSSING  SIGNALS. 

The  Hall  Signal  Co.,  of  New  York,  have  devised 
a  type  of  highway  crossing  signal  which  is  es¬ 
pecially  adapted  for  use  on  cable  and  electric  lines 


Fig.  14. — Lightning  Arrester  Fuse. 

where  there  is  a  possibility  of  the  power  failing 
while  a  car  is  crossing  a  steam  track  (Fig.  13). 
The  automatic  signal  may  be  used  alone  or  in  con¬ 
nection  with  safety  gates  operated  by  a  gate 
tender. 

Ordinarily,  an  audible  signal,  A,  is  all  that  is  neces¬ 
sary,  and  this  usually  consists  of  a  signal  stand, 
with  a  bell  suitably  housed,  which  is  caused  to  ring 
by  an  approaching  train,  thus  warning  the  car 
driver  in  time  to  prevent  crossing  in  the  face  of 
danger.  When  used  in  connection  with  gates,  B, 
it  is  arranged  that  a  bell  in  the  gateman’s  cab,  C, 
rings,  giving  notice  of  the  approaching  train  in 
time  for  the  gateman  to  close  the  gates  before  the 
crossing  is  reached.  In  case  the  gateman  Fails  to 
close  the  gates,  a  signal  instrument,  D,  placet!  at  a 
suitable  distance  from  the  crossing,  and  which 
stands  at  danger  when  the  gates  are  open,  stops 
the  train  before  it  arrives  at  the  crossing. 

The  operation  of  the  signal  will  be  readily  un¬ 
derstood  by  an  inspection  of  the  accompanying 
engraving.  The  principal,  or  track,  instrument  is 
shown  at  E  and  consists  of  a  wooden  lever  prop¬ 
erly  balanced  and  so  placed  that  it  will  be  de¬ 
pressed  by  the  wheels  of  a  passing  train,  its  outer 
end  at  the  same  time  forcing  upward  a  piston 
which  moves  in  a  closed  chamber,  and  communi¬ 
cates  motion  to  a  lever  of  the  circuit  closing  appa¬ 
ratus.  The  piston  operates  in  an  air  chamber 


having  two  apartments  connected  by  a  port,  and  so 
arranged  that  the  confined  air  constitutes  a  cush¬ 
ion  whicfi  prevents  the  piston  rod  from  being 
thrown  forcibly  against  the  top  cap,  and  also  re¬ 
tards  its  fall  and  prevents  injurious  shocks.  The 
track  lever  is  confined  between  two  rubber  springs 
which  are  so  compressed  that  any  weight  less  than 
that  imposed  by  the  car  wheels  fails  to  operate 
the  piston.  The  circuit  being  normally  open,  the 
operation  of  the  lever  conducts  the  current  by 
means  of  a  wire  to  the  bell,  which  starts  it 
ringing,  and  at  the  same  time  locks  the  in¬ 
strument  so  that  the  bell  continues  to  ring 
until  the  train  shall  have  reached  a  second 
instrument  on  the  other  side  of  the  cross¬ 
ing,  which  breaks  the  contact  and  silences 
the  bell.  The  battery  and  interlocking  instrument 
are  usually  located  at  the  crossing.  By  a  simple 
arrangement  of  interlocking  and  track  instruments, 
the  bell  may  be  made  to  ring  by  the  approach  of  a 
train  from  either  direction  on  a  single  track. 


Fig.  15. — Fulmen  Arrester. 


These  safety  appliances  have  been  in  successful 
operation  on  a  number  of  lines  and  seem  to  pre¬ 
sent  an  effectual  way  of  reducing  a  serious  danger 
element. 

LIGHTNING  ARRESTER. 

In  addition  to  the  lightning  arresters  described 
on  pp.  63  and  64,  attention  is  called  to  the  Fulmen 


APPENDIX  TO  FIRST  CHAPTER. 


423 


arrester,  illustrated  herewith  (Figs.  14  and  15), 
which  is  constructed  on  the  principle  of  providing 
a  magazine  of  inexpensive  discharge  platds  or  fuses, 
so  arranged  that  when  one  set  of  plates  is  destroyed, 
each  set  will  successively  become  automatically 
connected  to  receive  a  lightning  discharge. 

The  stationary  parts  of  the  apparatus,  or  the 
case,  which  may  be  attached  to  the  wall  of  the 
power  station,  car  body,  cross  arm  or  other  posi¬ 
tion  as  the  case  may  demand,  consists  of  a  porce¬ 
lain  base,  having  four  channels,  two  of  which  are 
designed  to  receive  the  wire  terminals,  which  con¬ 
nect  the  carbon  rods  in  the  other  two  channels, 
one  to  the  line  and  the  other  to  the  ground,  and  a 
corrugated  porcelain  cover  which  contains  a  series 
of  fuse  arresters,  and  which  is  attached  firmly  to 


current  jumps  the  space  between  the  lapped  ends 
of  the  fuse  and  starts  a  short  circuit  which  instantly 
consumes  the  fuse,  and  allows  the  two  carbon 
wedges  to  drop  and  adjust  themselves  to  the  next 
set,  ready  for  a  second  discharge,  and  so  on  for  ten 
consecutive  discharges,  which  are  considered  more 
than  sufficient  for  one  storm. 

In  replacing  fuses  the  cover  is  detached,  thus 
avoiding  the  possibility  of  a  shock  from  contact 
with  the  wires.  The  destruction  of  a  single  fuse 
in  circuit  is  complete  when  acted  upon  by  the  arc 
as  described,  but  the  other  fuses  and  porcelain 
pieces  remain  unharmed. 

AUTOMATIC  TRACK  SWITCH. 

This  is  a  type  of  railway  switch  designed  for  use 
with  cars  propelled  by  animal  or  mechanical  power, 


Fig.  16. — Automatic  Track  Switch. 


the  base  by  a  simple  lug  and  spring  bolt,  so  that  it 
can  be  readily  removed. 

The  arrester  proper,  constituting  one  set  (Fig.  14) 
consists  of  two  small  brass  wires,  about  two  and  a 
half  inches  long,  with  their  inner  ends  lapping, 
but  separated  about  one  twentieth  of  an  inch  from 
each  other.  These  form  the  discharge  plates  of 
the  arrester,  and  are  kept  clean  and  dry  by  being 
sealed  in  a  small  glass  tube,  and  are  held  in  posi¬ 
tion  properly  spaced  by  means  of  rubber  plugs 
which  attach  them  to  the  porcelain  cover.  When 
in  position  the  fuses  approach,  but  do  not  touch 
the  carbon  vertical  rods  which  form  the  line  and 
ground  terminals. 

The  individual  fuses  are  brought  into  operative 
position  by  means  of  two  wedge  shaped  pieces 
oi?  carbon  which  rest  against  the  ends  of  the  top 
fuse  and  complete  the  connection  between  the  ter¬ 
minal  carbon  rods.  In  operation,  the  atmospheric 


and  is  operated  entirely  by  the  car  wheels,  inde¬ 
pendently  of  any  other  mechanism  attached  to  the 
car,  or  of  any  attention  on  the  part  of  the  driver. 
As  will  be  seen  from  the  accompanying  illustration 
Fig.  16,  the  proper  switching  of  the  car  is  insured 
independently  of  the  direction  of  the  preceding 
car,  or  of  any  change  of  the  switch  by  accident  or 
otherwise,  some  of  the  cars  having  wheels  with 
specially  designed  treads  or  flanges  to  secure  that 
result. 

The  operating  mechanism  consists  of  switch  keys 
or  levers,  E,  pivoted  within  openings  in  the  rail, 
and  so  placed  as  to  project  slightly  above  the  rail, 
and  in  position  to  the  right  or  left  of  the  track 
groove  to  engage  with  the  tread  or  flange  of  an 
ordinary,  or  specially  designed  wheel,  C  and  D,  by 
which  they  are  depressed,  and  which  in  turn  operate 
the  switch  tongue,  B,  through  the  medium  of 
connecting  rods  and  bell  cranks,  A.  Spiral 


424 


STREET  RAILWAYS. 


springs  are  also  provided  for  the  adjustment  of  the 
levers  and  to  prevent  shock,  and  one  is  placed  at 
the  end  of  the  tongue,  which  assists  in  throwing  the 
tongue  into  position  after  passing  the  centre  line, 
and  holding  it  there.  The  mechanism  is  housed 
in  a  chamber  beneath  the  rail,  or  in  a  specially 
constructed  rail,  having  a  removable  side  by  which 
access  can  be  had  for  the  adjustment  or  repair  of 
the  parts. 

It  will  be  seen  that  the  device  admits  of  any 
number  of  key  .combinations  For  instance,  the 
first  key,  which  is  operated  alike  by  all  cars,  may  be 
arranged  to  throw  the  switch  in  one  direction,  and 
provide  for  leading  off  such  cars  as  are  equipped 
with  ordinary  wheels,  and  two  other  keys  located 
between  the  first  key  and  the  switch  torgue  in  po¬ 
sition  to  be  operated  respectively  by  treads  or 
flanges  of  greater  width  than  required  to  operate 
the  first  key,  and  designed  to  throw  the  tongue  in 
the  opposite  direction  ;  the  keys  and  tongue  being 
so  located  relative  to  each  other  and  to  the  car 
wheels  that  the  car  may  set  the  switch  by  the  first 
key  and  reset  it  for  itself  by  one  of  the  last  keys. 
The  keys  are  so  coupled  together  that  the  opera¬ 
tion  of  the  second  key  sets  the  first  one  in  position 
for  the  next  car. 

This  is  one  of  the  latest  automatic  switch  de¬ 
vices  that  has  been  brought  to  the  attention  of  the 
public,  and  although  it  has  not  had  the  test  of  long 
service  to  recommend  it,  it  seems  to  possess  con¬ 
siderable  merit.  The  device  was  originated  by  C. 
E.  Garey,  master  mechanic  of  the  Dry  Dock,  East 
Broadway  &  Battery  Railroad  Co.  of  New  York. 

COST  OF  ELECTRIC  RAILWAY  CONSTRUCTION. 

The  following  general  estimates  are  submitted 
as  a  basis  on  which  to  compute  the  cost  of  build¬ 
ing  and  operating  an  electric  trolley  line  in  city 
streets  under  ordinary  conditions.  As  was  stated 
on  p.  132,  in  connection  with  an  estimate  for 
cable  construction,  in  order  to  make  a  close  and 
accurate  estimate  of  the  cost  of  any  particular  line 
all  the  conditions  must  be  known.  Not  so  many 
conditions,  however,  affect  the  cost  of  electric 
construction.  The  substructures  are  not  usually 


disturbed,  and  the  character  of  the  soil  does  not 
usually  affect  the  cost,  save  in  exceptional  cases 
where  rock  formation  interferes  with  the  setting  of 
poles.  Under  ordinary  conditions  one  mile  of 
double  track,  first  class  straight  street  construction, 
including  iron  poles,  overhead  wires,  return  wire 
rail  connections,  paving,  etc.,  excluding  engineer 
ing,  will  cost  about  $60,000. 

Approximate  cost  for  building  and  equipping 
three  miles  of  double  track  road  for  the  overhead 
electric  service,  power  station  located  near  centre 
of  line: 


ROAD  BED. 


15,840  lineal  feet  broken  stone  foundation,  six 
inches  deep,  including  sub-excavations  for 
same,  with  stone  ballast  between  ties,  at  go 

cents  per  foot .  $14,256.00 

15,136  ties  (2  ft.  centres)  5X7  ins.  at  45  cents. . . .  6,811.20 

1,056  double  joint  ties,  at  75  cents .  792.00 


31,680  ft.  78  lb.  per  yard  steel  girder  rail,  includ¬ 
ing  splice  bars,  bolts,  spikes,  chairs,  tie  rods 


and  all  iron  employed  in  the  construction, 

freight, etc.,  at  $1.42  per  foot .  44,985.60 

Six  miles  electrical  construction,  including  one 
continuous  copper  return  wire  in  each  track 
thoroughly  bonded  to  each  rail,  at  $500  per 

mile .  3,000.00 

Labor,  teams,  superintendence,  etc.,  at  30  cents 

per  foot .  9,504.00 

28,158  sq.  yds.  granite  block  paving,  including  ma¬ 
terial,  at  $3 .  84,474.00 

Total . $163,822,80 


SPECIAL  STREET  CONSTRUCTION. 


Two  crossover  switches  at  $525 .  $1,050.00 

One  double  track  crossing .  270.00 

180  degs.  of  double  track  curve .  491-50 


Total .  $1,811.50 

OVERHEAD  STREET  CONSTRUCTION. 

270  iron  pipe  poles,  ninety  to  the  mile, extra  heavy, 

6X5X4  ks.  28  ft.  long,  including  fittings, 

at  $26 .  $7,020.00 

8  iron  terminal  and  curve  poles  at  $50 .  400.00 

Setting  278  poles  with  concrete  foundation  within 

curb  line  and  replacing  flagging,  at  $7 .  1,946.00 

Painting  278  poles  at  $1.00 .  278.00 

6  miles  No.  o  (B.  &.  S)  gauge  trolley  wire,  10,224 

lbs. ,  at  15  cents  per  pound .  1,533.60 

Span  wire ,  (streets  50  ft.  wide)  7  strand  steel  ga  1- 

vanized  2,200  lbs.,  at  5)^  cents  per  pound _  121.00 

*4  miles  feed  wire,  15,600  lbs.,  at  17  cents  per 

pound .  2,652.00 

Strain  and  anchor  wire,  270  lbs.,  at  4  cents  per 

pound .  ro.8o 


•With  ordinary  traffic  no  feed  wire  would  be  required  for  three  miles  of 
road,  but  with  thirty  cars  it  would  be  necessary. 


I 


APPENDIX  TO  FIRST  CHAPTER. 


425 


3  miles  line  and  insulating  appliances,  lightning 

arresters,  etc.,  double  track,  at  $300 .  900.00 

Labor,  stretching  trolley  and  feed  wire  and  at¬ 
taching  insulating  appliances,  3  miles,  at  $500 
per  mile .  1,500.00 

Total .  $16,361.40 

SPECIAL  OVERHEAD  CONSTRUCTION. 

6  trolley  switches  at  $3 .  $  18.00 

2  90  deg.  double  track  curves,  at  $75 .  150.00 

Guard  wire  and  guard  span  half  the  line,  with  con¬ 
nections .  250.00 

«  - 

Total .  $418.00 

POWER  HOUSE  AND  PLANT. 

Real  estate .  $10,000.00 

House  175  Xiooft .  25,000.00 


Steam  plant;  two  slowspeed,  compound,  condens¬ 
ing  engines  and  boilers  with  their  founda¬ 
tions,  smoke  stack,  condensing  apparatus, 
pumps,  belting  and  countershaft,  freight  and 
labor,  35  h.  P.  per  car,  1,050  H.  P.,  including 

20  per  cent,  reserve,  at  $65 .  68,250.00 

or 

’.  our  high  speed  engines  and  boilers  with  their 
foundations,  smoke  stack,  feed  water  heaters, 
pumps,  belting  (direct),  35  H.  P.  per  car  1,050 
H.  p. ,  including  20  per  cent,  reserve,  at  $55, 

$57,750-00. 

Electrical  equipment,  including  generators, 
switchboard  and  all  appliances,  30  h.  p.  per 
car,  including  20  per  cent,  reserve,  900  H.  p.. 


at  $35 .  31,500.00 

Total .  $134,750.00 


ROLLING  STOCK  AND  EQUIPMENT. 
(Trains  running  on  four  minutes’  headway.) 


15  sixteen  foot  motorcars  at  $1,000 .  $15,000.00 

15  motor  trucks  at  $275 .  4,125.00 

30  twenty  H.  p.  motors  (two  to  each  car),  all  elec¬ 
trical  appliances  in  position,  at  $1,250 .  37,500.00 

15  coaches  (trailers)  with  trucks,  at  $1,200 .  18,000.00 

Total .  $74,625.00 

CAR  BARN  AND  REPAIR  SHOPS. 

Real  Estate .  $2,500.00 

Car  House,  fire  proof .  25,000.00 

Pits,  tracks  and  switches,  with  main  track  connec¬ 
tions .  4,000.00 

Repair  shops,  equipment,  (a)  wood  working  de¬ 
partment .  4,500.00 

(6)  Iron  working  department .  4,000.00 

Total .  $40,000.00 

AUXILIARY  APPLIANCES. 

One  electric  snow  plow  and  sweeper .  $5,000.00 

Other  snow  appliances .  1,000.00 


One  wrecking  wagon,  tools  and  team .  800.00 

One  high  wagon,  line  tools  and  horse .  600.00 

One  light  express  wagon  and  horse .  350  00 

One  heavy  wagon  and  team .  500.00 

Two  carts .  100.00 

Track  tools  and  other  appliances .  300.00 

Total .  $8,650.00 

SUMMARY. 

Road  bed .  $163,822.80 

Special  street  construction .  1,811.50 

Overhead  construction .  16,361.40 

Special  overhead  construction .  418.00 

Power  house  and  plant . 134,750.00 

Rolling  stock  and  equipment .  74,, 625. 00 

Car  barn  and  repair  shops .  40,000.00 

Auxiliary  appliances . 8,650.00 

Engineering  legal  and  miscellaneous,  at  $5,000 

per  mile .  15,000.00 


Total  for  three  miles  double  track .  $455,438-70 


In  comparing  the  above  estimate  with  the  cost 
of  equipping  a  cable  line  of  the  same  length,  as 
given  on  page  134,  a  portion  of  the  items  for  car 
barn,  repair  shops,  auxiliary  appliances  and  engi¬ 
neering  should  be  added  to  the  cable  estimate. 

The  cost  for  constructing  a  longer  line  will  be  in 
direct  proportion  to  the  number  of  miles,  and  the 
cost  for  power  plant  will  increase  according  to  the 
number  of  cars,  but  the  cost  of  real  estate,  power 
and  car  house  will  remain  constant  for  a  consider¬ 
able  increase  of  mileage  or  traffic. 

A  road  three  miles  in  length,  with  fifteen  trains 
(motor  and  trail  cars)  will  cost,  under  ordinary 
conditions,  about  $478.50  a  day  to  operate,  allow¬ 
ing  for  depreciation.  The  type  of  motor,  grades 
and  character  of  the  management  will  increase  or 
decrease  these  figures,  as  the  case  may  be.  There 
are  lines  in  successful  operation  which  cost  con¬ 
siderably  more  than  this  amount. 

The  principal  items  of  expense  will  be  about  as 


follows  : 

Twelve  tons  of  coal  (2,240  lbs)  at  $2.50 .  $30.00 

Water,  oil  and  grease  for  engines,  generators,  cars  and 

motors .  10.00 

*Depreciation  of  plant  and  rolling  stock .  38.00 

Sixty-six  motormen  and  conductors  at  $2.00 .  132.00 

Engineers,  firemen  and  dynamo  tenders .  25.00 

Car  house  service,  inclusive  of  cleaning,  inspection, 

CtC. . .  . . 20.00 


•A  sum  which,  if  put  out  at  compound  interest  at  three  per  cent.,  at  the 
end  of  each  j  ear.  would  provide,  in  twenty  years,  for  renewing  the  material 
subject  to  depreciation 


426 


STREET  RAILWAYS. 


Power  and  car  house  expenses . .  6.00 

Track  service .  8.00 

Repairs  engines,  generators,  line  machinery  electric 

power  equipment  and  miscellaneous .  13.00 

Repairs  cars,  trucks  and  motors .  78.00 

Repairs  track,  overhead  construction  and  buildings. .  .  47.00 

Track  cleaning,  train  and  shop  expenses .  14.00 

Injury  to  persons  and  property .  10.00 

Legal,  secret  service  and  insurance .  8.00 

Licenses  and  taxes .  7.00 

General  and  miscellaneous  expenses .  32.50 

Total .  $478.50 


With  trains  on  four  minutes’  headway,  each  train 
would  make  no  miles  per  day,  and  fifteen  trains 
would  make  1,650  train  miles  or  3,300  car  miles. 
The  total  operating  expenses  would,  therefore,  be 
14.5  cents  per  car  mile. 

About  one-third  the  cost  of  operating  an  electric 
line  remains  constant  by  a  limited  increase  or  de¬ 
crease  in  the  traffic,  while  the  other  two-thirds 
varies  as  the  traffic  varies. 


The  End. 


INDEX  TO  ADVERTISMENTS. 


Allis,  Edward  P.,  Co.  Milwaukee,  Wis .  456 

Babcock  &  Wilcox  Co.,  New  York . ......  451 

Ball  Engine  Co. ,  Erie,  Pa .  455 

Barbour,  Stockwell  &  Co.,  Cambridgeport,  Mass .  463 

Bemis  Car  Box  Co.,  Springfield,  Mass .  469 

Bickford  &  Francis  Belting  Co.,  Buffalo,  N.  Y .  454 

Briggs  Carriage  Co.,  Amesbury,  Mass .  472 

Brill,  J.  G.,  Co.,  Philadelphia,  Pa . 481,482,483,484 

Brownell  Car  Co.,  St.  Louis,  Mo .  473 

Buckeye  Engine  Co.,  Salem,  0 .  456 

Cambria  Iron  Co.,  Philadelphia,  Pa . 454 

Christie  &  Lowe,  New  York .  . 452 

Cooper,  C.  &  G. ,  &  Co.,  Mt.  Vernon,  0 .  457 

Cradock,  George,  &  Co.,  Wakefield,  England .  460 

Detroit  Electrical  Works,  Detroit,  Mich .  453 

Dorner  &  Dutton,  Cleveland,  0 .  471 

Duplex  Street  Railway  Track  Co.,  New  York . 44S  449 

Ellis  Car  Co,,  Amesbury,  Mass .  475 

Falls  Rivet  &  Machine  Co.,  Cuyahoga  Falls,  0 . 446,447 

Field  Engineering  Co.,  New  York .  454 

Fulton  Foundry  Co.,  Cleveland,  0 .  458 

Hall  Signal  Co.,  New  York  and  Chicago . :  .  .  479 

Jewell  Belting  Co.,  Hartford,  Conn .  461 

Johnson  Co.,  Johnstown,  Pa .  459 

Keasbey,  Robert  A.,  New  York .  452 

Laclede  Car  Co.,  St.  Louis,  Mo .  476 

Lewis  &  Fowler  Girder  Rail  Co. ,  Brooklyn,  N.  Y .  436 


Lewis  &  Fowler  Manufacturing  Co.,  Brooklyn,  N.  Y.  .435,480 
Little,  F.  P. ,  &  Co.,  Buffalo,  N.  Y .  462 

Milliken  Bros.,  New  York  and  Chicago . 458 

New  Process  Raw  Hide  Co.,  Syracuse,  N.  Y .  454 

New  York  Car  Wheel  Works,  Buffalo,  N.  Y .  468 

Okonite  Co.,  The,  Ltd.,  New  York .  444 

Peckham  Motor  Truck  &  Wheel  Co.,  Kingston,  N.  Y .  467 

Railway  Equipment  Co.,  Chicago .  430 

Railway  Register  Manufacturing  Co. ,  New  York .  465 

Robinson  Electric  Truck  &  Supply  Co.,  Boston,  Mass .  429 

Rochester  Car  Wheel  Works,  Rochester,  N.  Y .  466 

Roebling’s,  John  A.,  Sons  Co.,  Trenton,  N.  J .  460 

1 

St.  Louis  Car  Co.,  St.  Louis,  Mo .  470 

Saxton  E.,  Washington,  D.  C . 462 

Schieren,  Ghas.  A.,  &  Co.,  New  York .  428 

Sessions  Passenger  Car  Co.,  Chicago,  Ill .  474 

Short  Electric  Railway  Co.,  Cleveland,  0 . 445,486 

Smith,  J.  D.,  New  York .  452 

Smith,  Thos.  &  Wm.,  Newcastle-upon-Tyne,  England.  .  .  .  464 

Steam  Gauge  &  Lantern  Co.,  Syracuse,  N.  Y . 470 

Stephenson,  John,  Co.,  Ltd.,  New  York . 485,487 

Street  Railway  Publishing  Co.,  New  York  and  Chicago. .  .  477 

Taylor  Electric  Truck  Co.,  Troy,  N.  Y .  429 

Thomson-Houston  ElectricCo.,  Boston',  Mass . 443,450 

Van  Nuis,  C.  S.,  New  York . 452 

Westinghouse  Electric  &  Manufacturing  Co.,  Pittsburgh, 

Pa .  478 


428 


ADVERTISEMENTS. 


4*  PATENT 


LEATHER  BELTING. 


THE  BEST  FOR  ELECTRIC  RAILWAYS. 

RUNS  LOOSE  WITHOUT  SLIPPING. 

Adapts  Itself  to  Uneven  Strain  of  Railway  Power. 

SEND  FOR  CATALOGUE  TO 

Chas.  A.  Schieren  &  Co. 

PATENTEES  AND  SOLE  MANUFACTURERS, 

-£7  tF’erx-y -  Street,  ■STOISIE- 

226  N.  Third  St.,  Philadelphia.  46  S.  Canal  St.,  Chicago.  119  High  St.,  Boston. 


ADVERTISEMENTS 


429 


ROBINSON  RADIAL  TRUCK. 


THE  ONLY  TRUCK  SUITABLE  FOR  ELECTRIC  RAILROADING. 


Hundreds  in  Successful  Operation  in  ELEVEN  STATES  and  Four  Foreign  Countries. 

OVER  FIFTY  ON  WEST  END  RAILWAY,  BOSTON.  AND  FORTY  ON  FIRST  FORTY  ELECTRIC  CARS  ORDERED 
FOR  BROOKLYN  CITY  RAILROAD.  PROVIDENCE  ROADS  EQUIPPED  WITH  RA DIALS  ONLY. 

“It  lias  always  given  US  satisfaction.” — HENRY  M.  WHITNEY,  President  West  End  Street  Railway  Co.,  Boston. 
Mr.  William  Robinson,  Superintendent’s  Office,  191  Market  St.,  Lynn,  Mass  ,  Sept.  11,  1891. 

Dear  Sir  : — We  have  in  use  four  open  cars  35  feet  long,  mounted  on  Robinson  Radial  Trucks.  They  have  been  in  use 
all  summer,  and  have  given  good  satisfaction.  We  consider  them  the  best  and  smoothest  running  Trucks  in  the 
market,  following  the  track  better  than  any  Truck  we  have  ever  seen. 

Yours  truly,  Q.  A.  TOWNS,  Pres.  Lynn  Belt  Line  Ry. 

The  Traction  of  the  Robinson  Radial  is  Rouble  that  of  the  Eight-wheel  Car. 


FO\t”'  ROBINSON  ELECTRIC  TRUCK  &  SUPPLY  CO., 

WM.  ROBINSON,  General  Manager.  ISO  Summer  Street,  BOSTON,  MASS. 


FOR  ELECTRIC  OR  CABLE  ROADS. 


SUPERIOR  TO  ALL  OTHER  TRUCKS  IN  SOLIDITY  OF  CONSTRUC¬ 
TION,  DURABILITY,  ECONOMY  AND  EASY  RIDING. 


TAYLOR  ELECTRIC  TRUCK  CO., 

556  Fulton  Street,  TROY,  IV.  Y. 


TAYLOR  IMPROVED  ELECTRIC  TRUCK 


SOLE  MAN!  FACTIIREIIS, 


43° 


ADVERTISEMENTS. 


PULLMAN  BUILDING,  CHICAGO,  ILL.,  U.  S.  A. 


MANUFACTURERS  AND  DEALERS  IN 


•M£. 

SELLING  AGENTS : 


Burton  Electric  Heater  Co. 

Electric  Car  Heaters. 


Wisconsin  Bridge  &  Iron  Co. 

Latticed  Steel  Poles. 
Angle  Brackets. 


ATKINSON  &  EMMET.  ■ 

Overhead  Switches. 


PRATT’S  REGISTER. 

Best  Street  Car  Register 
Manufactured. 


'*W 


ELECTRIC 

RAILWAY 

SUPPLIES 


EXCLUSIVELY. 


HAVING  THE  ENDORSEMENT  OF  ALL 
THE  LEADING  ELECTRIC 
SYSTEMS. 


_ 

STANDARD 

Trolley  Insulators. 
Centre  Curve  Insulators. 

Pull-over  Brackets. 

Pole  Ratchets. 

Rail  Bonds. 

Trolleys. 
Latticed  Steel,  Octagonal 
and  Cedar  Poles. 

Pole  Brackets. 

Overhead  Switches. 
Adjustable  and  Right 
Angle  Crossovers. 
Gears. 

Pinions. 

Bearings. 

R.  E.  Improved  Rawhide 
Pinions. 

Everything  for  Complete 
Equipment  and  Maintenance 
of  Electric  Street  Roads  of  all 
Systems. 


THE  ONLY  HOUSE  IN  THE  UNITED  STATES  MAKING  ELECTRIC  RAILWAY 

SUPPLIES  AN  EXCLUSIVE  BUSINESS. 


CORRESPONDENCE  SOLICITED.  CATALOGUI S  FURNISHED. 


Office  and  Salesroom,  Pullman  Building,  Chicago,  III.,  U.  S.  A. 


W.  R.  .31 A  SO  IV',  General  Manager. 


INDEX 


Account,  Income,  361 . 

“  Fixed  charges,  363. 

“  Maintenance  of  rolling  stock 

and  power  equipment,  362. 

“  Maintenance  of  way  and 

structures,  362. 

“  Operating  expenses,  361. 

“  operating  expenses,  Form  of 

364- 

“  transportation,  Form  of  365. 

Accounts,  Analysis  of,  360. 

Air,  Law  of  temperature  and  compres¬ 
sion  of,  177. 

Alkaline  accumulator,  48. 

Arc  lamp,  51. 

Armature,  core,  Ring.  7,  8. 

“  cores,  6. 

“  Drum,  4. 

“  Four  part  ring,  4. 

“  Simplest  form  of,  3. 

Asphalt,  309. 

“  cement,  How  made,  311. 

“  pavement,  Concrete  founda¬ 
tion  for,  311. 

“  pavement,  Paving  mixture  for, 
311- 

“  rock,  Where  mined,  310. 

“  Where  obtained,  310. 

Auxiliary  drive,  118. 

Axles,  Die  drawn,  264. 

“  Defects  in,  263. 

“  Forged  and  rolled,  263. 

“  Importance  of  uniform  metal  for, 

264. 

“  Journals  for,  265. 

“  Life  of,  265. 

“  Standard  dimensions  of,  264. 
Balance  sheet,  360. 

Balloon  loop,  91. 

Blacksmith  shop,  The  280. 

I 

Blank,  Accident  and  damage,  369,  370. 

“  Armature  repair,  369,  371. 

“  Daily  power  house  report,  or 
log  book,  369,  370. 

“  Employe’s  application,  368,369. 
“  Employe’s  resignation,  368,  369. 

“  Mileage  and  revenue  record,  372. 

“  Window  and  door  glass  record, 
369.  371- 

Bond,  Form  of,  357. 

Book  of  rules  to  be  carried,  321. 
Bookkeeping  and  classification  of  street 
railway  accounts,  359. 

“  Books  required,  363. 


Bridge,  or  cross  walk  stones,  309. 
Brushes,  3. 

Cable,  Chain  pump,  system,  131. 

“  grip,  96,  98. 

“  grip,  Bottom,  99. 

“  grip,  Top,  99. 

“  Ladder,  system  131. 

“  line,  Street  construction  of,  69. 

“  power  house,  129. 

“  power  house  and  plant.  Cost  of, 

133- 

“  rail  supports  at  crossings. 

“  road,  Approximate  cost  of  build¬ 
ings  and  machinery  per  mile 
of,  133. 

“  road  construction  in  Edinburgh, 
Scotland,  78. 

“  road  construction  in  Melbourne, 
Australia,  72. 

"  road,  Daily  operating  expenses 
of,  134. 

“  Cost  ot  construction  of,  132. 

“  Cost  of  rolling  stock  for  three 
miles  of,  133. 

“  Cost  of  special  construction  for, 
133- 

“  road  drainage,  90. 

“  switch,  91. 

“  system,  Modified,  131. 

“  The,  100. 

“  traction,  69. 

“  Twin,  system,  132. 

“  yokes,  70-78. 

“  yokes,  Tests  of,  75-77. 

Cabinet  shop,  279. 

Car  barn,  64. 

“  building,  214. 

“  building,  Inception  of,  218. 

“  building,  Inspection  of,  225. 

“  building,  Lumber  for,  223. 

“  building.  Materials  for,  221. 

“  building,  Number  of  mechanics, 
etc.,  employed,  in  connection 
with,  221. 

“  building,  Seasoning  of  lumber  for, 
224. 

“  building,  Woods  principally  used 
in,  224. 

“  Door  and  corner  posts  for,  237. 

“  erecting,  226. 

“  door,  matting  for,  247. 

“  Flooring  for,  232* 

“  house,  155. 

“  house,  Washing  pit  of,  155. 


Car  painting,  242. 

“  painting,  Formula  for  first -class 
work  in,  243. 

“  painting,  Formula  for  rough  fill¬ 
ing,  244. 

“  painting,  Priming  paint  for,  242. 

“  painting,  Varnishing  of  244. 

“  Platform  for,  236. 

“  Renewing  defaced  ornamentation 
on,  244. 

“  repainting,  244. 

"  Roof  covering  for  240. 

“  Roof  of  238. 

Car  shops,  269. 

“  Draughting  department  of, 

271. 

“  Drying  kiln  for,  273. 

“  General  office  of,  271. 

“  “  Heating  and  lighting ot/277 

“  Lumber  yard  for,  272. 

“  Power  for,  273. 

“  Safety  of  operatives  in,  278. 

“  Store  rooms  for,  272. 

“  Transfer  truck  tracks  for, 

272. 

“  Wood  working  department 

of,  2^77. 

“  “  Wood  working  tools  used 

in,  278. 

“  “  Side  posts  for,  236. 

“  trucks,  247. 

“  trucks,  Essential  features  of,  251. 

“  Upholstering  of,  247. 

Cars.  Diagram  of  types  of,  217. 

“  Leading  types  of,  illustrated,  373. 
Carrying  pulleys,  82,  84. 

pulleys,  Lined,  86. 

Cement  for  iron  work,  196. 

“  Portland,  How  made,  315. 

“  Roman,  How  made,  315. 
Channel  bars,  Curved,  296. 

Charters,  348. 

Circuit,  “  Series”  and  “  Parallel  ”  ex¬ 
plained,  30,  31. 

Compressed  air  motor,  The  Mekarski, 
175.  176. 

“  air  motors,  174. 

Commutator,  3. 

Concrete  mixers,  81. 

Conduction  of  current,  11. 

“  of  current,  Third  rail  method 

of,  11. 

of  current,  Overhead,  12. 
of  current, Underground,  12. 


4  32 


INDEX. 


Conductors  and  lost  articles,  332. 

“  Appointment  of,  323. 

“  Badge  and  uniform  of,  324. 

“  Bonds  of,  333. 

“  Care  of  car  and  furniture 

by,  329. 

Change  and  collection  of 
fares  by,  326. 

Deportment  of,  324. 

Duties  and  position  of,  325. 

"  Duty  of,  at  blockade,  332. 

Duty  of,  at  crossings  and 
switches,  330. 

“  Duty  of,  at  fires,  332. 

“  Duty  of,  in  case  of  damage 

to  car,  332. 

Duty  of,  incase  of  disabled 
car,  332. 

“  Duty  of,  regarding  acci¬ 

dents,  331. 

“  Duty  of,  regarding  speed 

and  headway  of,  330. 

“  Duty  of,  to  keep  time,  333. 

“  Instructions  to,  322. 

“  must  make  trip  reports,  333. 

“  must  report  defects  in  equip¬ 

ment,  333. 

“  of  electric  cars,  Duties  of, 

325- 

"  Penalties  on,  333. 

“  Personal  habits  of,  324. 

“  Reporting  for  duty  by,  323. 

“  Resignation  of,  333. 

“  Responsibility  of,  324. 

Rules  for,  323. 

Rules  for,  concerning  adver¬ 
tisements,  etc. ,  in  car,  329. 

“  Rules  for,  concerning  stops, 

330. 

Rules  for,  on  carriage  of 
parcels  and  freight,  327. 

Rules  for,  on  transfers,  327. 

Rules  for,  regarding  free 
passengers,  327. 

“  Treatment  of  passengers  by, 

328. 

Conductors’  receipt  form,  365. 

Consent  to  the  building  of  a  street  rail¬ 
way,  350,  351. 

Contracting  chill,  Claims  for  and  against 
the,  258. 

Corporate  charter,  What  it  is,  348. 

Corporations,  Consolidation  of,  350. 

New  York  law  of,  349. 

“  State  tax  on,  349. 

Cotton  rope  driving,  116. 

“  or  belt  drive,  125. 

Crossing  of  steam  roads  by  street  rail¬ 
ways,  352. 

Curb  stones,  309. 

Current,  Rail  return  of,  13. 

Curves,  Adjustable  guard  rails  for,  303. 


Curves  and  their  construction.  3015 
Electric  girder  rail  for,  303. 
Description  of  closed  electric  car,  220, 
Details  of  order  for  car,  215. 

Difficult  track  constructions,  305. 
Disbursements  form,  365. 

Discipline  and  rules,  319. 

Drivers,  Appointment  of,  334. 

Badge  and  uniform  for.  334. 
Deportment  of,  334. 

Duties  and  position  of,  334. 
Duty  of  at  crossings  and  side¬ 
walks,  341. 

Duty  of  concerning  stops,  341. 
Duty  of  during  blockades,  341. 
Duty  of  in  accidents,  341. 

Duty  of  in  case  of  fire,  341. 
Duty  of,  regarding  dangerous 
track,  342. 

Duty  of,  to  maintain  time,  342. 
grip,  Rules  for,  336. 
grip,  Rules  for,  regarding 
speed,  339. 
motor,  337. 

of  storage  battery  cars,  rules 
for,  334. 

reporting  for  duty,  334. 
responsibility  of  342. 

'*  Rules  for,  334. 

Rules  for,  regarding  care  of 
equipment,  346. 

Rules  for,  regarding  parcels, 
etc.,  340. 

Driving  machinery,  109. 

Drums  and  gearing,  selection  of,  119. 

“  Differential  ring,  1 15. 

“  Formulae  and  table  of  hauling 

power  of,  122,  124. 

“  Hauling  power  of.  120. 

“  Solid,  114. 

Winding,  no. 

Dynamo,  “  Compound”  wound,  6. 

“  Development  of  the,  1. 

“  “Series  ”  wound,  5. 

“  Shunt  ”  wound,  6. 

Simplest  form  of, 3. 

“  Coupling  of,  61. 

Electric  car,  Dead  weight  of,  per  wheel, 
265. 

“  car.  Wiring  of,  27,  32. 

“  Conduits  for  feed  wires,  25. 

“  Current,  how  dangerous  to 

life,  58. 

“  line,  Operation  and  mainte¬ 

nance  of,  66. 

“  fight  carbons,  52. 

fight  carbons,  Automatic  ad¬ 
justment  of,  52. 

“  lighting,  51. 

terms  and  units,  55. 

‘  track,  Ballasting  of,  285. 

track,  Best  type  ot  rail  for,  289. 


Electric  track,  Concrete  in  lieu  of  bal¬ 
last  for,  286. 

“  track.  Foundation  for,  285. 

“  track,  Rail  fastenings  for,  288. 

“  track,  Rail  spikes  for,  288 

“  track,  Survey  for,  284. 

“  track,  Tie  plates  for,  288. 
Electric  traction,  1. 

Electricity  and  water  Analogy  be¬ 
tween,  56. 

Electro-magnet,  The,  4 
Electro-magnetism,  4,  5. 

Elevated  road,  Amount  of  material  re¬ 
quired  for  x,ooo  ft.  of, 
208. 

“  Cars  for,  210. 

“  Columns  and  girders  for, 

195. 

“  Cost  of,  21 1. 

“  Engines  for,  209. 

“  Plate  girder  construct¬ 

ion,  198. 

“  Side  walk  piers  for,  193 

“  Single  column  construc¬ 

tion,  197. 

“  “  tracks,  207. 

“  “  Weights  of  rail  for,  208. 

“  “  Details  of  construction 

of,  192. 

“  structure,  Datr  of  dimensions, 
strains  and  movements  of, 
206. 

“  structure, Metallic  paint  for, 208. 

“  structure,  Specifications  of 
contract  for,  205,  206. 
Employes,  Selection  of,  320. 

Engines  and  boilers  for  cable  traction 
130. 

Erecting  shop,  27S. 

Flat  rail  construction,  A  new  metho, 
of,  295. 

Form  of  statistics,  36S. 

“  of  summary  of  annual  report,  367, 
Foundry,  279. 

“  pattern  shop,  280. 

Franchises,  348. 

Fuses,  Safety,  62. 

Galvanic  battery  and  cell,  41. 
Galvanometer,  59. 

Gas  motor,  The  Connelly,  177. 

“  motors,  177. 

Gears  and  pinions,  Life  of,  68. 

Girder  rail,  A  high,  293. 

“  “  Best  width  of  head  of,  290. 

“  “  Flange  of,  291. 

“  “  Forms  of,  289,  290. 

“  “  The  box  or  double  web,  293. 

“  The  duplex,  294. 

“  The  grooved,  292. 

“  “  Web  of,  291. 

“  “  Width  of  base  of,  292. 

Glass,  Bevelling  of,  268. 


INDEX. 


433 


Glass  Embossing  of,  267. 

“  Ornamentation  of,  by  sand  blast, 
267. 

Government,  Essence  of,  319. 

Grip,  roller,  99. 

Grinding  room,  280. 

Harness  room,  156. 

Hillmen  and  tow  boys,  Rules  for,  342. 
Horse  power  per  car  on  cable  lines,  131. 
Horse  shoe,  Bar  or  round  for  foundered 
horse,  142. 

“  shoe  nails,  144. 

“  shoe,  Hot  and  cold  fitting  of, 

143- 

Horse  shoes,  Machine  made,  143. 

“  traction,  135. 

Horses,  Bedding  of,  141. 

“  Diseases  and  treatment  of,  162. 

“  Feed  of,  136. 

“  Metal  feed  boxes  for,  139. 

“  Mileage  made  by,  141. 

Pasture  for,  151. 

“  Selection  of,  135. 

“  Shoeing  of,  142. 

“  Treatises  on,  163. 

“  Unhitching  device  for,  151. 

“  Various  methods  of  feeding, 

*37- 

“  Watering  of,  140. 

Horseshoeing,  Flat,  143. 

Incandescent  lamp,  52,  53. 

Incline,  Arrangement  of  engine  and 
machinery  for,  186. 

“  Duquesne,  Pittsburgh,  181. 

“  Knoxville,  Pittsburgh,  183. 

“  Penn,  Pittsburgh,  183. 

“  St.  Clair,  Pittsburgh,  182. 

Inclined  Planes,  179. 

Inclines,  Cars  for,  185. 

“  Cost  of  construction  of,  181. 

“  Engineer’s  position  on,  180. 

“  Operated  by  water,  186. 

“  Power  equipment  of,  179. 

“  Safety  devices  on,  184. 

Winding  drums  for,  180. 
Incorporation,  Form  of,  for  a  railroad 
company,  349. 

“  laws  vary,  348. 

Iron  shops,  279. 

“  working  tools,  280. 

Isaacs’  concrete  road  bed,  79. 

Lightning  arresters,  63. 

Lock  nuts,  297. 

Locomotive,  Electric,  40. 

Machine  shops,  65,  280. 

Magnet,  Lines  of  force  of  the,  2. 

“  Polarity  of  the,  r. 

“  Properties  of  the,  1 

Magnetism,  x 

Management  of  horse  car  lines,  159. 
Mirrors,  How  made,  268. 

Motor,  Commutated  field  of,  The,  31. 


Motor,  Counter  electro-motive  force  of 
the,  30. 

“  Operation  of  the,  29,  89. 

“  Single  reduction,  39. 

“  The,  as  a  brake,  50. 

“  The  Baxter,  35. 

“  The  Detroit  Electrical  Works, 
34- 

“  The  Edison,  31. 

“  The  gearless,  37. 

“  The  Short,  32. 

“  The  steam,  165. 

“  The  Thomson-Houston,  34. 

“  The  Westinghouse,  35. 

“  trucks,  10. 

Motors,  Steam,  air  and  gas,  164. 
Motormen  and  conductors,  training  of, 

.  67- 

Paint  shop.  379. 

Paving,  306. 

Pavement,  Belgian,  307. 

“  Brick,  313. 

“  Cobble,  306. 

“  Essential  requisites  of  a  good, 

306. 

“  Concrete  foundation  for, 

308. 

“  Gravel  foundation  for,  307. 

“  Laying  the  blocks,  307. 

“  Size  of  blocks,  306. 

“  Stone  block,  306,  307. 

Stone  block,  foundation  for, 

307. 

“  Vitrified  brick,  313. 

Wood  block,  312. 

Wood  block,  the  Nicholson 
method,  312. 

Pavements,  Cost  of  construction  of,  314. 
Paving  and  care  of  tracks,  Municipal 
requirements  concerning,  356. 
"  cement,  309. 

“  cement  or  mastic,  How  made, 

309- 

Penalties  to  be  at  discretion  of  mana¬ 
ger,  321. 

Percentage  of  income  to  be  paid  to 
city,  351. 

Pinion  and  gear  drive,  Single,  116. 

Pit  pulleys,  127. 

Poles,  13. 

“  Centre. 

“  Distance  apart,  15. 

Poles,  Elastic  limits  of,  13. 

“  Foundation  for,  16. 

“  Insulation  of,  16 
“  Metal,  15. 

“  Wooden,  14. 

Power  required  to  move  cable,  131. 

"  station,  59. 

“  station,  Belts  for,  60,  61. 

“  station.  Engines  and  boilers  for, 
60. 


Power,  station,  Location  of,  59. 

Price  railway  construction,  295,  296. 
Pulley  Vaults,  82. 

Pulleys,  Curve,  86,  88. 

Rack  rail  inclines,  187. 

“  rail  locomotive,  189. 

“  rail  locomotive,  Pinion  for,  188. 

“  rail  system,  Abt,  188. 

“  rail  system,  Agudio’s,  190. 

“  rail,  The  ladder,  187. 

Rail,  Expansion  and  contraction  of  296. 
“  joint,  296. 

“  joint,  boxes,  297. 

“  joint,  Curved  channel  bar  for,  296. 
“  joint,  Repairs  of,  297. 

“  joint,  The  continuous,  299. 

“  joint,  The  girder,  298. 

“  joint,  The  Samson  bridge  chair, 
299. 

“  Joints,  Relative  position  of,  298. 

“  Joints,  Supported  or  suspended, 
298. 

Rates  of  speed  of  street  cars,  352. 
Record  blanks,  368. 

Repair  shops  for  horse  cars,  156,  158. 
Repairs  of  streets  by  street  railroads,  352. 
Report  forms  for  horse  car  lines,  16 1. 
Rheostat,  28. 

Road  bed  and  track,  66. 

Rope,  abuse  of,  103. 

“  and  gear  transmission  combined, 
117. 

“  Coating  the,  109. 

“  Danger  of  stranding  the,  107. 

“  Drives,  no. 

“  Entering  of,  in  conduit,  105. 

“  Life  of  the,  102. 

“  lifting  devices,  93.  94. 

The  Albert  or  Lang  lay,  101. 

“  The  California,  102. 

“  The  locked  wire,  102. 

“  Splicing  the,  106,  107. 

“  transmission  with  intermediate 
gear,  116. 

“  transmission  without  intermediate 
gear,  118. 

“  Transportation  of,  104. 

Switch  boards,  62. 

Sheaves,  Elevating,  89. 

Shipping  of  cars,  283. 

Signal  appliances  on  cable  lines,  128. 
Special  track  construction,  300. 
Specifications  for  a  closed,  double 
truck,  electric  car,  220. 

Splicing  of  cotton  ropes,  126. 

Springs,  265. 

“  Graduated,  266. 

Manufacture  of,  267. 

Rubber  cored,  265. 

Spiral  and  elliptical,  266. 
Standard  gauge  of  track,  how  meas¬ 
ured,  305. 


434 


INDEX. 


Stable,  144. 

“  Cleanliness  in,  153. 

“  Construction  of,  147. 

“  disinfectants,  142. 

“  Drainage  of,  148. 

“  Feed  grinding  mills  in,  153. 

“  Feed  loft  of,  153. 

“  Fire  drills  in,  152. 

“  Fire  extinguishers  in,  152. 

“  floors,  147. 

“  hospital,  148. 

“  Manure  pit  for,  150. 

“  Medicine  department  of,  155. 

“  Offices  in,  154. 

“  Protection  against  fire  in,  151. 

‘‘  run,  151. 

“  Ventilation  of,  145. 

State  and  municipal  regulations,  353. 
Steam  car,  The  Baldwin,  171. 

“  car,  The  Ransom,  171 
“  car,  The  Rowan,  171. 

“  motor,  The,  170. 

“  motor,  Fuel  required  per  mile  for 
the,  166. 

“  motor,  The  Baldwin,  166. 

“  motor,  The  Merry  weather,  168. 

“  motor,  The  Porter,  367. 

Stock  certificate,  Form  of,  357. 

Stocks  and  bonds,  048. 

Slone  roads,  The  Macaaam  and  Telford 
methods,  014. 

Storage  batteries,  41. 

“  batteries,  Arrangement  of,  for 
street  cars,  49. 

“  batteries,  Charging,  46. 

“  batteries,  Deterioration  of,  48. 

“  batteries,  Wiring  of  car  for,  50. 

"  battery,  Construction  of,  42. 


Storage  battery,  Negative  plates  of,  45. 
“  battery,  Positive  plates  of,  45. 

•  Stored  steam,  172. 

“  steam,  motor,  173. 

Street  car  license,  356. 

Street  railway  ordinance,  Copy  of,  353. 
Stringer  construction,  305. 

Successful  disciplinarian,  The,  319. 
Successful  manager,  The,  320. 

Switch  pieces,  303. 

Switches,  Overhead,  23. 

Table  of  resistance  and  conductivity  of 
metals,  57. 

Taxation  of  street  railways,  355. 
Tension  apparatus,  no,  114. 

Tie  plate,  The  Servis,  208,  288. 

“  rods,  300. 

“  rods,  Spacing  of,  300. 

Tin  shops,  283. 

Tower  wagons,  65. 

Turn-outs,  303. 

Track  construction  for  electric  traction, 
284. 

“  laborers,  Drilling  of,  285. 
Transfer  of  cable  cars,  90-92. 

“  table,  155. 

Trimmings,  metallic,  268. 

metallic,  How  made,  268. 
Trolley,  Contact,  27. 

“  Double,  27. 

“  pole  and  stand,  25. 

Veneer,  Three  ply,  269. 

Warnings  and  notices  to  passengers, 
344- 

Wheels,  255. 

“  Annealing  of  cast,  259. 

*•  Cast  chilled,  258. 

“  Cleaning  of  cast,  259. 


Wheels  Contracting  chill  for  casting, 
259- 

“  Diameters  of,  261. 

“  Grinding  of  cast,  259. 

“  Importance  of  perfectly  round, 

259- 

“  Life  of,  262. 

“  Relative  value  of  different 

types  of,  256. 

“  Requirements  of  a  perfect,  261. 
"  Solid  steel,  262. 

“  Steel  tired,  262. 

“  Variety  of  patterns  of,  261. 
Wires,  Feed,  23. 

“  Guard,  18. 

“  Splicing,  22. 

“  Span, 17 
“  Strain,  18. 

“  Trolley,  17. 

APPENDIX. 

Electric  Crossing  Signal,  422. 

“  Railway  Construction,  Cost  of, 
424,  425. 

Generator,  New  300  H.  P.  Short,  De¬ 
scription  of,  421. 

Lightning  Arrester,  The  Fulmen,  422, 
423- 

Motor,  Detroit  Electrical  Works,  De¬ 
scription  of  the,  412,414. 

Motor,  Eickemeyer-Field,  Description 
of  the,  414,  415. 

Motor,  Thomson-Houston  W.  F.,  De¬ 
scription  of  the,  418,  421. 

Motor,  Wightman,  Description  of  the, 
415,  418 

Track  Switch,  Automatic,  423,  424. 


ADVERTISEMENTS. 


435 


John  W.  Fowi.er,  President.  Daniel  F.  Lewis,  Treasurer.  Albert  H.  Dollard,  Secretary. 

- — THE  :  : - 

LEWIS  &  FOWLER  MFG.  CO. 

BROOKLYN,  N.  Y. 

BUILDERS  OF 


STREET  RAILWAY  CARS 


SUITED  TO 


EL6CTRIC, 

CHBL6, 

OR 

HORS6 
RO  W  e  R. 


PATENTEES  AND  SOLE  MANUFACTURERS  OF 

The  Improved  “Alarm”  Fare  Register. 


•MS. 


GUARANTEED 

To  be  the  Best  and  Most  Reliable 
Register  in  the  United  States 
for  Registering  Fares 
on  Street  Cars. 


-MANUFACTURERS^ 


.  REFERENCE: 

NEARLY  EVERY  STREET 
RAILROAD  COMPANY 
IN  THE  UNITED 
STATES. 


Yi'F 


STREET 


RAILWAY  SUPPLIES 

OF  EVERY  DESCRIPTION. 


SB1TD  DBOIR.  O  ATA  L  O  GF  TT  IE  £5. 


ADVERTISEMENTS. 


4  36 


John  \V.  Fowtf.r,  President. 


Dantki.  F.  I.KWlS,  Treasurer. 


Ai.iikri'  H.  Doi.j.ard,  Secretary. 


T  IEEE  IE 


LEWIS  &  FOWLER  GIRDER  RAIL  CO. 


BBOO 


ILT,  2ST_  "ST- 


PATENTEES  AND  SOLE  MANUFACTURERS  OF 


THE  ONltY  GIRDER  RAIL  CONSTRUCTION 


-INSURING- 


Secure  Joints  and  Permanent  Fastenings. 


AI4 


THERE  ARE 

NO  SPIKE  OR  BOLT  HOLES 

IN  OUR  RAIL. 


Rail  presents  a  smooth  vertical  face  against  which  to  lay  paving. 


OUR  SPECIAL  WORK, 


II*  ***********  *  ar 

II  *****  *  *  *  *  ******  °  •tv- 


A 


SUCH  AS 


SWITCHES,  MATES,  FROGS,  CROSSINGS,  &C 


ARE  MADE  OF  THE  SAME  RAIL,  THUS  MAKING 


7X  •••  COMPLETE  ••  SYSTEM, 


SIEHSHD  FOR  C  A.TA^LOGTJE. 


LIST  OF  ILLUSTRATIONS. 


ELECTRIC  TRACTION. 

PAGE. 


Bar  Magnet .  i 

Horse  Shoe  Magnet* .  i 

Lines  of  Force  of  Bar  Magnet  Marked  by  Iron  Filings.  ...  2 

Lines  of  Force  of  Horse  Shoe  Magnet  Marked  by  Iron 

Filings .  2 

Simple  Form  of  Dynamo .  3 

Simple  Loop  Armature .  3 

Commutator  and  Brushes .  3 

Simple  Rectangular  Coil .  3 

Loop  of  Armature  of  Two  Turns .  3 

Four  Part  Ring  Armature .  3 

Drum  Armature  and  Brushes .  4 

Commutator .  4 

Permanent  Magnet  Dynamo .  4 

Magnetism  Produced  by  an  Electric  Current .  4 

Electro-Magnet  with  Armature  or  Keeper .  4 

Electro-Magnet  Dynamo .  .  5 

Series  Wound  Dynamo .  5 

Shunt  Wound  Dynamo .  5 

Complete  Armature .  5 

Edison  Dynamo  or  Generator.  .  .  . .  5 

Thomson-Houston  Generator .  6 

Thomson-Houston  Four  Pole  Generator .  7 

Ring  Armature  Core .  8 

Short  Electric  Railway  Co.’s  Generator .  9 

Drum  Armature  Core .  10 

Ordinary  Drum  Armature .  10 

The  Weston  Generator .  10 

The  Rae  Generator .  31 

Thomscm-Houston  Motor .  12 

Dissected  Motor  and  Rheostat .  12 

Thomson-Houston  Motor  Truck .  13 

Section  of  Street  Showing  Poles  and  Span  Wire .  14 

Side  Pole  and  Bracket  for  Single  Track .  14 

Overhead  Curve  Wiring  for  Single  Track  Construction.  . .  14 

Overhead  Curve  Wiring  for  Double  Track  Construction.  .  14 

Rail  Bond  with  Girder  Rail .  15 

Rail  Bond  with  Tram  Rail .  15 

Rail  Bond  with  “  T”  Rail .  15 

Rivets  Holding  Rail  Bond .  15 

Solder  Connections  for  Return  Wire .  15 

Methods  of  Connecting  Rails  to  Supplementary  or  Return 

Wire . 15 

Method  of  Connecting  Three  Supplementary  Wires .  16 

Coupler  for  Connecting  Wires .  16 

Supplementary  Wires  and  Cross  Connection .  16 

Plain  Wooden  Pole .  17 

Standard  Octagonal  Wooden  Pole .  17 

Ornamental  Centre  Pole . 17 


PAGE. 


Wrought  Iron  Pole  with  Telescoped  Joints .  18 

Round  Iron  Pole  with  Internal  Web .  18 

Ornamental  Pole .  18 

Ornamental  “  Patented”  Side  Pole .  19 

Ornamental  “  Patented”  Centre  Pole .  19 

Centre  Pole  Brace .  19 

Patented  End  Centre  Pole .  20 

Tubular  Iron  Centre  Pole .  21 

Tubular  Pole  for  Single  Track .  21 

Light  Ornamental  Steel  Poles  without  Horizontal  Joints.  .  22 

Guy  Stub .  23 

Bracket  for  Iron  Poles .  23 

Bracket  for  Wooden  Poles .  23 

Trolley  Wire  Hanger .  24 

Trolley  Supports .  24 

Pull-off  Brackets .  24 

Bracket  Arm  Insulator . —  24 

Bracket  Arm  Insulator  for  Curves .  24 

Box  Line  Insulator .  24 

Bridle  Insulator .  25 

Strain  Insulators .  25 

Trolley  Wire  Circuit  Breaker .  25 

Method  of  Cutting  in  Ear  Body .  26 

Glass  Insulation  .  27 

Feed  Wire  Insulation .  27 

Method  of  Cutting  in  Side  Feed .  27 

Method  of  Anchoring  Single  Line .  27 

Method  of  Anchoring  Double  Line .  27 

Method  of  Setting  Frog .  27 

Telegraph  Joint .  28 

Trolley  Wire  Joint .  28 

Feeder  and  Trolley  Wire  Joint .  28 

Splicing  Ear .  28 

Overhead  Wiring  for  Single  Track  Turnouts .  28 

Frog  for  Overhead  Switch .  28 

Diagram  Illustrating  the  Advantages  of  Feed  Wires .  29 

Diagram  of  Railway  Circuit .  29 

Trolley  Pole  and  Stand,  with  Sliding  Contact .  30 

Trolley  Stand .  30 

The  Boston  Trolley .  31 

Rheostat .  32 

Car  Platform  with  Electrical  Equipment .  32 

Sheet  Iron  Resistance .  32 

Section  of  Rheostat .  32 

Edison  Railway  Motor .  33 

Truck  Equipped  with  Edison  Motors .  33 

Detached  Field  of  Edison  Motor . 34 

Diagram  Showing  Edison  Method  of  Wiring  Electric  Cars'.  34 

Commuted  Field  of  Edison  Motor .  35 

Improved  Edison  Motor .  35 


438 


LIST  OF  ILLUSTRATIONS. 


PACF. 


Short  Electric  Railway  Co.'s  Standard  Motor .  36 

Truck  Equipped  with  the  Short"  Standard  ”  Motors .  37 

Detroit  Electrical  Works’  Motor  and  Truck .  37 

Thomson-Houston  S.  R.  G.  Motor .  38 

Dissected  S.  R.  G.  Motor .  38 

Dust  Pan  and  Oil  Tight  Casing  of  S.  R.  G.  Motor. .  39 

Westinghouse  Four  Pole  Motor .  39 

Side  View  of  Westinghouse  Motor  and  Transparent  View 

of  Fields .  40 

Framing  and  Field  Castings — Westinghouse  Motor .  40 

Baxter  Multipolar  Motor .  41 

Dissected  Baxter  Motor .  41 

Truck  Equipped  with  Baxter  Motor .  42 

Section  of  Four  Pole  (Short)  Gearless  Motor .  43 

Short  Gearless  Motor .  44 

Short  ‘ '  Water  Tight ’’ Single  Reduction  Motor .  44 

Truck  Equipped  with  Short  Gearless  Motor .  44 

Edison  Twenty  H.  P.  Improved  Single  Reduction  Motor.  .  45 

Electric  Locomotive  Truck .  46 

Porous  Cup — Galvanic  Battery .  47 

Cast  Grid  for  Storage  Battery .  47 

Storage  Battery,  Cell  and  Case .  47 

Single  Element  Storage  Battery .  47 

Composite  Grid .  48 

Copper  Shelf  for  Supporting  Grid .  48 

Storage  Car,  with  Batteries  in  Place .  49 

Method  of  Coupling  Batteries  and  Wiring  Car .  49 

Electric  Arc  Light . 50 

Carbon  Points — Arc  Light .  50 

Double  Carbon  Arc  Light .  50 

Standard  Incandescent  Lamp . .  .  51 

Incandescent  Lamps .  51 

Graphic  Illustration  of  Potential . 51 

Volt  Meter .  51 

Hand  Resistance  Box .  52 

Ampere  Meter .  52 

Electric  Power  Station — Direct  Belting — Rochester,  N.  Y. 

Railway .  53 

Typical  Power  Station .  54 

Railway  Power  Station  Employing  Counter  Shaft .  57 

Power  Station  with  Cotton  Rope  Drive .  58 

Conventional  Diagram,  Showing  Power  Station  Wiring.  .  59 

Electric  Power  Station .  60 

Relative  Position  of  Generator,  Meters  and  Switches .  61 

Railway  Switch  Board,  Adapted  to  the  Thomson-Houston 

Electric  System .  62 

Railway  Switch  Board,  Adapted  to  the  Short  Electric  Rail¬ 
way  System .  63 

The  Ajax  Switch .  64 

Double  Fuse  Block .  65 

Ordinary  Lightning  Arrester .  64 

Pendulum  Lightning  Arrester .  65 

Tower  Wagon  for  Overhead  Work .  65 

Tower  Wagon  in  Position .  66 

CABLE  TRACTION. 

Original  Construction  (San  Francisco)  Lines .  71 

Original  Construction — Chicago  City  Cable  Railway — 

Depth  of  Conduit  Thirty-six  Inches .  71 

Yoke  Employed  in  Rebuilding  a  San  Francisco  Line .  71 

Cable  Construction — Melbourne,  Australia .  71 


PACE. 


Kansas  City  Cable  Railway  Construction .  72 

Pennsylvania  Avenue  Cable  Line,  Washington .  72 

West  Chicago  Cable  Line .  72 

Yoke  Used  on  the  Broadway,  New  York,  Cable  Railway. .  73 

Yoke  with  Cast  Braces — Third  Avenue,  New  York,  Line.  .  74 

Yoke  with  Flat  Steel  Braces,  Keyed  to  Lugs — Third  Ave¬ 
nue  Line .  74 

Cleveland  City  Cable  Railway  Yoke — Weight  360  lbs. ...  74 

Yoke,  125th  Street,  New  York,  Cable  Line .  74 

Composite  Yoke .  74 

Yoke  on  Grand  Avenue  Cable  Line,  Kansas  City .  75 

Yoke  on  St.  Louis  Cable  &  Western  Line .  75 

Yokeon  Chicago  City  Cable  Railway .  75 

North  Chicago  Cable  Yoke .  76 

Kansas  City  Pattern  of  Yoke .  76 

Johnson  Company’s  Steel  Yoke .  76 

Proposed  Yoke . 77 

Street  Construction  Between  Yokes— Third  Avenue,  N.  Y., 

Cable  Line .  78 

Edinburgh  Northern  Tramway  Construction .  78 

Pulley  Vault — Lane  System — Providence,  R.  1 .  79 

Light  Section — Isaacs’  Concrete  Road  Bed,  Oakland,  Cal.  79 

Heavy  Section — Isaacs’  Construction .  80 

Folding  Form .  80 

Folding  Form  with  Trolley  Support .  80 

Enlarged  View  of  Trolley  Wheel .  80 

Concrete  Mixer . 81 

Cockburn  Concrete  Mixer . 81 

Section  at  Pulley  Pit .  82 

Pulley  Vault  for  Duplicate  Cables — Tenth  Avenue,  New 

York,  Line .  82 

Surface  of  Street,  Showing  Manhole  Cover .  83 

Manhole  and  Grip  Hatch  Cover — Broadway,  New  York, 

Line .  83 

Cross  Vault  with  Single  Manhole — Third  Avenue,  New 

York,  Line .  83 

Sheave  Pitsand  Grip  Hatch,  Broadway,  New  York,  Cable 

Line .  84 

Conduit,  Sheave  Pit  and  Grip  Hatch,  Broadway,  Cable 

Line .  84 

Carrying  Pulleys .  85 

Journal  Box  for  Carrying  Pulleys . • .  86 

Position  of  Curve  Pulleys . .*. . .  86 

Curve  Pulley  and  Guard  Rail .  87 

Curve  Pulley  Mounted  from  the  Top — Providence,  R.  I., 

Line .  87 

Bearing  for  Curve  Pulley  Spindle .  87 

Curve  and  Carrying  Pulley  Combined .  87 

Method  of  Mounting  Cone  Shaped  Curve  Pulley .  87 

Curve  Construction — Baltimore  Passenger  Railway .  88 

Position  of  Curve  Pulley — Baltimore  Passenger  Railway..  88 

Proposed  Arrangement  of  Curve  Pulleys  for  Duplicate 

Ropes .  89 

Spiral  Groove  Pulley — Tenth  Avenue,  New  York,  Line.  . .  89 

Tilting  Sheave  for  Placing  Rope  in  Grip .  go 

Depressing  Pulleys . 90,91 

Curve  Paved  with  Iron  Plates — 125th  Street,  New  York. ..  91 

Terminal  Sheave  and  Pit .  92 

Terminal  Sheaves .  92 

Crossover  Switch,  Broadway,  New  York,  Cable  Line .  93 

Balloon  Loop .  93 


LIST  OF  ILLUSTRATIONS. 


439 


PAGE. 


Automatic  Rope  Lifting  Gear .  94 

Steam  Crossing .  95 

Cable  Crossing  for  a  Street  Car  Line .  95 

Single  Track  Cable  Construction .  95 

Turn-out  on  Curve — Single  Track  Construction .  96 

Grip  Car,  Showing  Cable  in  Grip,  When  Drawing  a  Train.  96 

Types  of  Cable  Grip . 97. 98 

Screw  Spindle  Grip — Providence,  R.  I.,  Cable  Line .  99 

Roller  Grip — Brooklyn  Bridge  Railway.  . .  100 

Relation  of  Car  Grip  and  Carrying  Sheaves — Duplicate 

System .  10 1 

Combination  Car — San  Diego  Cable  Tramway .  101 

Patterns  of  Wire  Rope .  102 

Worn  Ropes . 102,103 

Damaged  Ropes .  104 

Locked  Wire  Rope .  104 

Shipping  Reel . • .  104 

California  Rope .  104 

Transporting  Cable  on  Reel .  105 

Rope  Splicing . 106,107,108 

Rope  Hauling  Drums,  S  Drive,  Melbourne,  Australia.  . .  .  109 

Figure  8  or  S  Drive . t .  no 

Rope  Groove .  no 

Conventional  Diagram  of  Cable  Power  Plant .  in 

Rope  Winding  Drums,  Intermediate  Gearing  and  Differ¬ 
ential  Rings .  112 

Winding  Drums,  Cotton  Rope  Drive  and  Rope  Gearing — 

Los  Angeles,  Cal .  112 

Rope  Drive — Split  Idler — Providence  Tramway .  113 

Intermediate  Gear  or  Main  Shafts — Broadway  Line,  St. 

Louis .  114 

Tension  Cars .  115 

Double  Tension  Carriage,  San  Diego  Cable  Tramway.  ...  116 

Rail  Dog  for  Tension  Carriage .  116 

■  Cable  Tension  Apparatus .  117 

Section  of  Differential  Ring  Drum .  11S 

Whitton  Compensating  Gear .  118 

Position  and  Value  of  Tension  Weight .  118 

Rope  Drive — Brooklyn  Bridge  Railway .  119 

Rope  Transmission  with  Intermediate  Gear — Third  Ave¬ 
nue,  New  York  Line . 120,121 

Elevation  of  Rope  and  Cable  Sheaves — Bowery  Station, 

Third  Avenue,  New  York,  Line .  121 

Rope  Drive,  Both  Drums  Driven — Cable  Power  Station, 

Pennsylvania  Avenue,  Washington,  D.  C .  123 

Drums  with  Removable  Rims .  123 

Drums  in  Vertical  Positions — Philadelphia  Traction  Co. . .  124 

Side  Elevation  of  Drums .  124 

Pit  Machinery  for  Driving  Auxiliary  Cable — Cleveland 

City  Cable  Railway .  125 

Drums  Using  Several  Wraps .  126 

Cotton  Rope .  126 

Proper  Form  of  Groove  for  Cotton  Rope .  127 

Cotton  Rope  Splice .  127 

Plan  of  Power  Station  Pit — People’s  Line,  St.  Louis,  Mo.  128 
Cable  Power  House  of  the  Cleveland  City  Cable  Railway.  129 
Power  House — Baltimore  Traction  Co .  130 


HORSE  TRACTION. 

Cross  Gangway,  Showing  Watering  Trough  and  Filter. . . .  139 


Stables,  Drying  Rack  and  Tools .  140 

Interior  of  Blacksmith  Shop .  141 


PAGE. 

City  Stable — Belt  Line,  New  York .  142 

Plan  Showing  Car  House  and  Stall  Arrangement  in  City 

Stable .  144 

Mechanical  Floor  Ventilation . 145,146 

Hospital,  Stalls  and  Sling  for  Disabled  Horse .  147 

Cross  Section,  Stalls  and  Catch  Basin  in  Stable.  . .  . .  14S 

Cross  Section  of  Catch  Basins .  148 

Section  of  Vault,  Trap  and  Reservoir .  149 

Plan  of  Vault,  and  Flushing  Reservoir .  149 

Plan  and  Cross  Section  of  Manhole .  149 

Relative  Positions  of  Stables  and  Outbuildings .  150 

Combined  Stable  and  Car  Barn .  151 

Stable  and  Car  House — Albany  Railway . 152,153,154 

Stable — Union  Railroad  Co.,  Providence,  R.  1 . 155,156,157 

Car  Barn — Union  Railroad  Co.,  Providence,  R.  1 .  158 

Blacksmith  Shop .  159 

Transfer  Table .  159 

Floor  Turntable .  160 

Plan  of  Repair  Shop .  160 

Mechanical  Stable  Check .  162 

STEAM,  AIR  AND  GAS. 

Baldwin  Steam  Motors . 165,166 

Porter  Steam  Motors .  167 

Merryweather  Engine . 168,169 

Steam  Tramway  Locomotive . 170 

Baldwin  Steam  Car .  171 

Truck  and  Engine  of  Steam  Car .  172 

The  Ransom  Steamer .  172 

Rowan’s  Steam  Car .  173 

Rowan’s  Steam  Trarp  Car .  174 

Stored  Steam  Motor .  175 

Mekarski  Air  Motor .  1 . 175,176 

Connelly  Gas  Motor .  176 

Connelly  Gas  Motor  and  Car  Combined .  177 

INCLINE  PLANES. 

Single  Rail  Incline .  179 

Penn  Incline . 180 

Transporting  Electric  Car — Mt.  Adams  &  Eden  Park  In¬ 
cline,  Cincinnati .  181 

Rope  Drive — Duluth,  Incline .  182 

Inclined  Plane — Johnstown,  Pa .  183 

Knoxville  Incline — Pittsburgh,  Pa .  184 

Section,  Terminus  and  Power  Station  of  Long  Incline.  . .  .  185 
Electric  Car  Entering  Incline  Platform — Cincinnati  In¬ 
clined  Plane .  186 

RACK  RAIL  INCLINES. 

Rack  Rail .  187 

Mount  Washington  Rack  Railway .  1S7 

Engine  and  Car — Mount  Washington  Railway .  188 

Rack  Bar .  188 

Entering  Rack  Rail .  188 

Pinion — Rack  Rail  Locomotive .  188 

Rack  Rail — Curve  Construction .  188 

Rack  Rail  Locomotive — Abt  System .  189 

Locomotive  and  Car — Pike’s  Peak  Rack  Railway .  1S9 

ELEVATED  ROADS. 

Street  Pier,  Plan  and  Elevation . : . 192,193 

Concrete  Pier .  192 


44° 


LIST  OF  ILLUSTRATIONS. 


PAGE. 


Sidewalk  Pier . '. .  193 

Pier  with  Pile  Foundation .  194 

Base  Fender .  194 

Special  Construction . 194 

Transverse  Girder .  194 

Travelling  Derrick .  195 

Elevated  Railway  Constructions . 196,197,198,199 

Manhattan  Elevated — Eighth  A\ enue  and  mth  Street. .  .  200 

Manhattan  Elevated — Suburban  Line .  200 

Elevated  Railway  Constructions,  Brooklyn .  201 

Appearance  of  Elevated  Station  from  Cross  Street .  202 

Station  at  Twenty-third  Street — Sixth  Avenue  Elevated 

Road,  New  York .  202 

Section  of  Top  and  Bottom  Chords .  203 

Plan  of  Track . ., .  203 

Alley  Road,  Chicago .  203 

Cross  Section  of  Station .  203 

Kansas  City  Elevated  Road  Construction .  204 

Side  Elevation  and  Plan  of  Station  Platform .  204 

South  Side  Elevated  Road— Chicago .  205 

Distinct  Type  of  Column  and  Girder .  206 

Original  and  Recent  Track  Constructions .  207 

Fisher  Rail  Joint .  207 

Weber  Rail  Joint .  208 

Tie  Plate .  208 

Curve  Construction .  208 

Locomotives — Manhattan  Elevated,  New  York .  209 

Passenger  Coach — Manhattan  Elevated . 210,211,212 

Interior  of  Elevated  Car,  Manhattan  Railway .  213 

CAR  BUILDING. 

Fac-simile  of  Detail  Order . .- .  215 

Details  of  Construction  of  Car. .218, 219, 222, 223, 224, 225, 226, 227 
Sixteen  Foot  Electric  Car — Lewis  &  Fowler  Manufactur¬ 
ing  Co .  222 

Sixteen  Foot  Horse  Car- — John  Stephenson  Co.,  Limited.  226 

Open  Car — Pullman’s  Palace  Car  Co .  227 

Car  Frame  on  Stocks . 227 

Bombay  Roof .  228 

Shop  Trucks .  228 

Eight  Wheel  Closed  Car — Lewis  &  Fowler  Manufactur¬ 
ing  Co .  229 

Thirty-five  Passenger  Open  Car — Lewis  &  Fowler  Manu¬ 
facturing  Co .  230 

Eight  Wheel  Open  Car .  231 

Standard  Sixteen  Foot  Car — J.  G.  Brill  Co .  232 

Eight  Wheel  Vestibule  Car — Pullman’s  Palace  Car  Co.  . .  .  232 
Twenty-five  and  a  Half  Foot  Double  Deck  Car — J.  G  Brill 

Co .  233 

Sixteen  Foot  Vestibule  Electric  Car .  234 

Eight  Wheel  Closed  Car — Truss  Rods  Omitted .  234 

Eight  Wheel  Closed  Car — Pullman’s  Palace  Car  Co .  235 

Eight  Wheel  Grip  Car — Citizens’ Traction  Co.,  Pittsburgh  235 

Combined  Open  and  Closed  Car .  236 

Double  Deck,  Centre  Aisle  Car — J.  G.  Brill  Co .  236 

Closed  Car .  237 

Open  Grip  Car — J.  G.  Brill  Co .  238 

Electric  Snow  Sweeper — Lewis  &  Fowler  Manufacturing 

Co .  239 

Inner  Lining  of  Ceiling  Before  and  After  Moulding .  240 

Trolley  Stand .  240 


PAGE. 

Interior  of  Car — John  Stephenson  Co .  241 

The  Wellington  Lamp .  244 

Ornamental  Designs  and  Lettering  for  Half  Main  Panel.  .  245 

Designs  for  Main  Panel  Ornaments .  246 

Taylor  Truck — Gilbert  Car  Manufacturing  Co .  248 

Independent  Rigid  Motor  Truck — J.  G.  Brill  Co .  249 

Peckham’s  Flexible,  Non-Oscillating  Motor  Truck  with 

Radial  Journal  Box .  250 

Journal  Box  for  Radial  Gear .  251 

Manier  Truck .  253 

Stephenson’s  Motor  Truck .  ....  253 

Dorner  &  Dutton’s  Improved  Motor  Truck . 253 

Bemis  Car  Box  Co’s.  New  Electric  Truck .  253 

Tripp  Electric  Truck  with  Roller  Bearings . 254 

McGuire  Truck .  254 

Electric  Truck,  Westinghouse  Motors — Baltimore  Car 

Wheel  Co .  254 

Robison  Radial  Truck .  255 

Maximum  Traction,  Pivoted  Truck  for  Eight  Wheel  Cars — 

J.  G.  Brill  Co .  256 

McGuire  Truck  for  Eight  Wheel  Cars .  257 

Truck  for  Eight  Wheel  Cars,  Designed  for  One  or  Two 

Motors — Bemis  Car  Box  Co .  258 

Truck  for  Eight  Wheel  Cars — I.  H.  Randall .  259 

Robertson’s  Cable  Truck  with  Brake  Drums  Attached  to 

the  Axles .  259 

Cable  Truck  for  Eight  Wheel  Cars — Citizens’  Traction  Co., 

Pittsburgh,  Pa .  260 

Sheffield  Equalizing  Truck .  260 

Wheel  Grinding  Machine .  261 

Section  of  Wheel  Cast  in  Contracting  Chill .  262 

Steel  Tired  Wheel  with  Corrugated  Plates .  262 

Steel  Tired  Wheel  with  Cast  Centre .  262 

Paper  Steel  Tired  Wheel .  262 

Heavy  Axles  Suitable  for  Four,  Six  or  Eight  Wheel  Cars.  264 

Axle  for  Westinghouse  Motor .  265 

Types  of  Axles .  265 

Graduated  Springs .  266 

Circular  Re-sawing  Machine .  270 

Self  Feed  Saw  Table .  270 

Combined  Scroll  and  Re-sawing  Band  Saw .  270 

Power  Feed  Railway  Cut-off  Saw .  270 

Automatic  Cut-off  Machine .  270 

Double  Adjustable  Cutting  Up  and  Ripping  Saw  Bench.  .  270 

Swing  Saw .  271 

Patent  Adjustable  Saw  Dado  Heads .  271 

Double  Iron  Adjustable  Saw  Table .  271 

Variety  Saw  Bench .  271 

Four  Sided  Planer— Fast  Feed  Floorer . 272 

Buzz  Planer .  272 

Pony  Planer  for  Light  Surfacing .  273 

Cabinet  Surfacing  Planer .  273 

Panel  Raising  Machine .  274 

Seven  Inch  Moulding  Machine . 274 

Moulding  Machine .  274 

Carver  and  Moulder . 274 

Band  Saw .  274 

Double  Spindle  Variety  Moulder  and  Shaper .  274 

Shimer’s  Matcher  Heads .  275 

Single  Spindle,  Horizontal  Boring  Machine .  375 

Heavy  End  Tenoning  Machine  with  Double  Heads  and 

Copes. . . . . 275 


LIST  OF  ILLUSTRATIONS. 


441 


PAGE. 


Double  Dowel  Borer .  275 

Blind  Stile  Mortiser  and  Borer .  275 

Hollow  Chisel  Mortising  Machine .  275 

Relishing  and  Mortising  Machine .  276 

Shimer  Head  Grinder .  276 

Wood  Lathe .  276 

Dowell  Machine .  276 

Sanding  Machine .  276 

Band  Saw  Brazing  Lamp .  276 

Band  Saw  Filing  Vise .  276 

Automatic  Knife  Grinder .  277 

Hand  Mitre  Machine .  277 

Door  and  Cabinet  Clamping  Machine .  277 

Grindstone .  277 

Wheel  Grinding  Machine .  280 

Sellers  Steam  Hammer .  281 

Power  Punch .  281 

Engine  Lathe . .  281 

Plate  Bending  Machine .  281 

Single  Axle  Lathe .  281 

Slotting  Machine .  281 

Car  Wheel  Boring  Machine .  281 

Double  Axle  Lathe .  282 

Wheel  Press .  282 

Radial  Drill .  282 

Vertical  Drill .  282 

Power  Shears .  282 

Journal  Box  Grinder .  ; .  283 

Iron  Planer .  283 

TRACK  CONSTRUCTION. 

Cross  Section  of  Track  on  Ballast  Foundation — Girder 

Rail  Spiked  to  Ties .  285 

Cross  Section  of  Steam  Railway  Construction  with  Stone 

Ballast .  285 

Cross  Section,  Girder  Rail  on  Concrete  Foundation .  285 

Birmingham,  Dunedin,  Edinburgh,  Southport  and  Bristol 

Tramways  Construction .  286 

Manchester,  Wirral  and  Glasgow  Tramways  Construction  28" 

Three  Tie  Joint .  287 

Suspended  Joint .  287 

Tie  Plates .  287 

Cross  Section  Street  Construction,  Girder  Rail,  Wrought 

Brace  Chair,  Marshall  Clips .  288 

Clip  Tie  Chair .  289 

Rolled  Steel  Chair . 289 

Rail  Spikes .  289 

Girder  Rail  with  Stringer  Support .  289 

Tee  Rail — Pennsylvania  Standard  cf  1889 .  290 

Grooved,  Centre  Bearing  and  Side  Bearing  Girder  Rails. .  290 

Box  Girder  Rail .  291 

Duplex  Rail .  291 

High  Girder  Rails— Boston  and  Philadelphia  Types .  292 

Box  Girder  Rail  in  Macadam  and  Stone  Pavements .  293 

Box  Girder  Rail  Spiked  to  Tie .  294 


I'ACR. 

Duplex  Construction . 294 

Tram  Rail  with  Dependent  Flange  Supported  on  Rein¬ 
forced  Sleepers. ...  .  294 

Channel  Bar  Connection .  295 

Grip  Bolt  with  Recessed  Nut .  295 

Joint  Box .  295 

Combined  Joint  Box  and  Chair .  296 

Standard  Girder  Joint  for  High  Rail .  296 

Standard  Girder  Joint .  296 

Bridge  Joint .  297 

Samson  Joint .  297 

Bridge  Joint  Chair .  297 

Continuous  Rail  Joint .  298 

Nine  Inch  Joint  Chair  for  Box  Girder .  298 

Brace  Joint  Cha;r .  298 

Long  Joint  Chair — Box  Girder  Rail .  299 

Extra  Joint  Tie  Employed  with  Box  Girder  Rail .  299 

Tie  Bar .  300 

Guard  Rail  for  Curves .  300 

Double  Track  Through  Y  Curve .  300 

Switch  Pieces .  301 

Double  Track  Crossing  and  Curve .  301 

Electric  Girder  Rail  for  Curves .  301 

Barn  Curves  and  Switches .  302 

Double  track  Through  Three  Part  Y  Curve, with  Crossing.  303 

Four  Track  Through  Single  Curve,  with  Crossing .  304 

Stringer  Construction  with  Side  Bearing  Tram  Rail .  305 

Stringer  Construction  with  Centre  Bearing  Tram  Rail.  .  .  .  305 

Gauge  Standard .  305 

Grade  Paving .  307 

Vitrified  Paving  Brick .  313 

LEADING  TYPES  OF  CARS . 373-390 

AUXILIARY  APPLIANCES . 392-4x1 

APPENDIX. 

Improved  Detroit  Motor .  412 

Flexible  Gear  Shaft,  Detroit  Motor .  413 

Diamond  Truck,  Detroit  Motor .  413 

Eickemeyer-Field  Electric  Motor  Truck .  414 

Sixteen  Foot  Cars  Equipped  with  Eickemeyer-Field  Motors  415 

Eickemeyer-Field  Bogie  Truck  for  Long  Cars .  416 

Eight  Wheel  Car  Equipped  with  Eickemeyer-Field  Mo¬ 
tors .  416 

Wightman  Motor .  417 

Wightman  Motor  Encased . 418 

Waterproof  Motor .  418 

Direct  Coupled  Vertical  Engine  and  Multipolar  Generator  419 

Improved  Short  Railway  Generator .  420 

Street  and  Steam  Railway  Crossing  Protected  by  Hall  Au¬ 
tomatic  Danger  Signal .  421 

Lightning  Arrester  Fuse . 422 

Fulmen  Lightning  Arrester . 422 

Automatic  Track  Switch .  423 


ADVERTISEMENTS. 


443 


THE 

Thomson  -  Houston 

V _ _ / 


SERIES 


PARALLEL  CONTROLLER 


S'  W  \ 

A  TREMENDOUS  ADVANCE  TOWARD  THE  PERFECTION  OF  THE 
THOMSON  -  HOUSTON  SYSTEM  OF 


PROPULSION. 


ACTUAL  RESULTS  FROM  CARS  EQUIPPED  WITH  THIS  METHOD  OF  CONTROL 
SHOW  A  SAVING  OF  POWER  OF  ABOUT  35  PER  CENT. 

OVER  THE  RHEOSTAT  OR  COMMU¬ 
TATED  FIELD  METHODS. 


THOMSON -HOUSTON  ELECTRIC  CO 


620  Atlantic  Avenue,  Boston,  Mass. 

44  Broad  Street,  New  York,  N.  Y. 

173  and  175  Adams  Street,  Chicago,  111. 
401  to  407  Sibley  Street,  St.  Paul,  Minn. 

1  5  First  Street, 


264  West  Fourth  Street,  Cincinnati,  Ohio. 
509  Arch  Street.  Philadelphia,  Pa. 

Gould  Building,  Atlanta,  Ga. 

Masonic  Temple,  Denver,  Col. 

San  Francisco,  Cal. 


444 


ADVERTISEMENTS. 


WILLARD  L.  CANDEE, 
H.  DURANT  CHEEVER, 


Managers. 


GEO.  T.  MANSON,  Gen’l  Supt. 


FEED  WIRES 


AND 

CABLES, 


With,  the  OKOHITE  Insulation,  • 

ARE 

THE  BEST  in  the  MHRKET. 


THEY  ARE  SPECIALLY  ADAPTED  FOR  STREET  RAILWAY  WORK, 

WHERE  THEY  ARE  SUBJECTED  TO  SUDDEN  AND  SEVERE  CHANGES  OF  WEATHER,  AS 
THEY  REMAIN  INTACT  WHERE  ALL  OTHER  INSULATIONS  GIVE  OUT. 

THE  INSULATION  RESISTANCE  OF  OKONITE  DOES  NOT  DECREASE  UNDER  THE 

SEVERE  TEST  OF  CLIMATE  AND  TIME. 


THE  OKONITE  FEED  WIRES  AND  CABLES 

ARE  IN  USE  BY 

The  Leading  Electric  Street  Railway  Companies. 


THE  OKONITE  COMPANY,  Limited, 

13  PH R I<  ROW.  N.  V. 


ADVERTISEMENTS. 


445 


ry-CT- pn 

SHORT  ELECTRIC  RAILWAY  CO., 

ci_.EiArEii_,^nsriD,  ohio. 

ELECTRIC  RAILWAY  GENERATORS, 


75  TO  500  HORSE  POWER. 


PERFECTLY  ADAPTED  TO  THE  DEMANDS  OF  STREET  RAILWAY  SERVICE. 


SELF-ADJUSTING.  SELF-OILING. 

RAILWAY  SUPPLY  DEPARTMENT. 

COMPLETE  APPLIANCES  FOR  OVERHEAD  LINE  CONSTRUCTION. 


SEND  FOR  CATALOGUES  AND  TRICE  LISTS. 


MILLS  BUILDING,  NEW  YORK  CITY. 

PENN  MUTUAL  BUILDING,  PHILADELPHIA. 
KITTREDGE  BUILDING,  DENVER. 

227  STEVENSON  STREET,  SAN  FRANCISCO, 


225  DEARBORN  STREET,  CHICAGO. 
515  WALNUT  STREET,  ST.  LOUIS. 
MALLERS’  BUILDING,  SEATTLE, 

OLD  CAPITOL  BUILDING,  ATLANTA. 


446  ADVERTISEMENTS. 

THE  FALLS  RIVET  &  MACHINE  C0„ 


CUYAHOGA  FALLS,  OHIO. 


MANUFACTURERS  OF 

Friction  Clutch  Pulleys 

AND  CUT-OFF  COUPLINGS. 


Porner  Transmitting  (Daehinerv  of  all  Hinds. 


SPECIAL  ATTENTION  GIVEN  TO  THE  MANUFACTURE  OF  FRICTION  CLUTCHES, 
SHAFTING,  &c.,  FOR  ELECTRIC  RAILWAY,  ELECTRIC 
LIGHT  AND  POWER  STATIONS. 


8  So.  Canal  St.,  CHICAGO. 


BRA1TCH  OrriCES : 
520  Olive  St.,  ST.  LOUIS. 


18  Cortlandt  St.,  NEW  YORK 


ADVERTISEMENTS. 


DESCRIPTION  OF  SHAFTING  FLOOR 

OF  THE 

LARGEST  ELECTRIC  LIGHT  STATION  IN  THE  WORLD. 

ERECTED  FOR  THE 

MUNICIPAL  ELECTRIC  LIGHT  &  POWER  CO., 

ST.  LOUIS,  MO.,  BY 

THE  FALLS  RIVET  and  MACHINE  CO. 

CUYAHOGA  FALLS,  OHIO. 

There  are  3,800  arc  lights,  10,000  incandescent.  More  to  be  put  in  as 

fast  as  the  dynamos  can  be  made. 


“  The  second  floor  is  equipped  with  400  feet  of  6-inch  Hammered  Iron  Shafting,  ground  and  polished,  divided  into 
eight  sections  of  50  feet  each,  and  set  up  in  four  parallel  lines  on  floor  stands,  which  are  bolted  to  double  I  beams  below. 
The  bearings  of  the  shafting  are  self-aligning  and  adjusting,  and  vary  in  length  from  iS  to  32  inches.  Each  shaft  is  driven  by 
a  48-inch  double  leather  belt,  running  over  a  Steel  Rim  Pulley  56  inches  in  diameter  X  52-inch  face.  On  each  shaft  is 
placed  seven  double  crown  Friction  Clutch  Pulleys,  52  inches  in  diameter,  with  22-inch  face,  from  which  lead  fourteen  10- 
inch  belts  to  the  floor  above  to  drive  the  dynamos.  The  clutch  mechanism  is  operated  from  the  dynamo  floor  by  a  simple 
lever  device  that  lies  in  a  cavity  in  the  floor  made  to  receive  it  when  not  in  use.  Each  engine  belt  has  a  patent  Steel  Rim 
Tightener  Pulley  36  inches  in  diameter  with  a  52-inch  face,  which  is  operated  from  the  shafting  floor  to  tighten  or  loosen  the 
belt.  All  the  castings  are  exceptionally  smooth  and  well  made,  all  collars  and  couplings  being  well  turned  and  polished 
giving  the  whole  a  finished  appearance.  The  boxes  are  lined  with  babbitt  metal,  reamed  and  bored,  with  deep  oil  grooves 
running  backward  and  forward  that  insure  perfect  lubrication.  The  necessary  oil  is  fed  to  each  bearing  by  a  system  of 
pipes  and  carried  thence  by  drain  pipes  to  the  oil  filter  in  the  basement,  from  which  it  is  pumped  to  the  fourth  story  to  be 
used  again.  All  the  transmitting  machinery  on  this  floor  was  made  and  set  up  in  place  in  a  most  thorough  and  workman¬ 
like  manner  by  THE  FALLS  RIVET  AND  MACHINE  COMPANY,  of  Cuyahoga  Falls,  Ohio,  and  the  best 
evidence  of  its  satisfactory  character  is  that,  while  only  one  man  is  required  to  care  for  all  of  it  during  operating  hours, 
not  one  minute’s  time  has  been  lost  from  any  mechanical  defect  or  cause  since  the  plant  was  started,  Feb.  1st,  1890. 


448 


ADVERTISEMENTS. 


GEORGE  COPPELL,  President.  WM.  H.  MALE.  Treasurer. 

CARL  SCHURZ,  Vice-President.  JOHN  D.  ELWELL,  Gen’l  Manager. 


DUPLEX  STREET  RfllbttlflY  TRACK  CO. 


tieue 


DUPLEX  STREET  RAILWAY  TRACK, 

ESPECIALLY  ADAPTED  TO  THE  HEAVY  SERVICE 

OF  ELECTRICAL  LINES, 


After  careful  examination  of  its  merits  the  Committee  of  the  Franklin 
Institute  of  the  State  of  Pennsylvania,  recommended 


THE  SCOTT  MEDAL 

r'  w 


THEIR  SPECIAL  AWARD  FOR  THE  MOST  DESERVING  INVENTION  OF  THE  YEAR. 


THE  DUPLEX  STREET  RAILWAY  TRACK  IS  IN  USE  OR  UNDER  CONTRACT 

ON  THE  FOLLOWING  ROADS  AND  CITIES: 

New  York  &  Harlem  R.  R.  Co.,  Fourth  Avenue,  New  York. 

New  Orleans  &  Carrollton  Railroad  Co.,  New  Orleans,  La. 

Rochester  Railroad  Co.,  Rochester,  N.  Y. 

Camden  Horse  Railroad  Co.  (Electric  Division),  Camden,  N.  J, 

Atlantic  Avenue  Railroad  Co.,  Brooklyn,  N.  Y. 

Lakeside  Electric  Railway  Co.,  Fort  Wayne,  Ind. 

Steinway  Railway  Co.,  Astoria,  L.  I. 

Lake  Roland  Elevated  Railroad  Co.,  Baltimore,  Md., 

And  in  Kansas  City,  Mo. 


CORRESPONDENCE  INVITED. 

GENERAL  OFFICES,  51  WALL  ST.,  NEW  YORK. 


ADVERTISEMENTS. 


449 


From  the  Journal  of  the  Franklin  Institute ,  June ,  i8q2. 

DUPLEX  STREET  RAILWAY  TRACK. 


REPORT  OF  THE  COMMITTEE  ON  SCIENCE  AND  THE  ARTS. 


[No.  1,643.]  Hall  of  the  Franklin  Institute, 

Philadelphia,  April  6,  1892. 

The  Sub-Committee  of  the  Committee  on  Science  and  the  Arts,  constituted  by  the  Franklin 
Institute  of  the  State  of  Pennsylvania,  to  whom  was  referred  for  examination 

THE  DUPLEX  STREET  RAILWAY  TRACK, 

report ,  That  the  system  embraces  a  form  of  construction  for  street  railways  that  dispenses  with 
wooden  sills  and  crossties,  and  substitutes  therefor  metal  chairs  and  tie-bars  as  supports  and  braces, 
for  a  system  of  double  rails  of  peculiar  construction,  in  which  the  head  and  flange  rails  are  separate, 
each  having  a  wide  depending  web  directly  under  the  load  bearing  surface.  These  two  sections, 
when  united,  form  a  complete  rail,  making  a  very  stiff  longitudinal  stringer,  laid  to  break  joints,  so 
that  when  the  head  sections  meet  they  are  supported  by  the  solid  portion  of  the  flange  section,  and 
where  the  latter  join  they  are  covered  partially  by  the  solid  head  section,  thus  practically  forming  a 
jointless  track  of  uniform  strength  and  elasticity  throughout  its  entire  length. 

THE  CLAIMS  OF  SUPERIORITY  ADVANCED  FOR  THIS  SYSTEM,  BRIEFLY 
STATED,  APPEAR  UNDER  THE  FOLLOWING  HEADS  : 

(  1  )  “  Durability  and  permanence,  inherent  to  an  all-metal  system.”  This  claim  passes  without  question. 

(2)  “  Smoothness  and  stability  of  the  track,  which  is  absolutely  free  from  weak  points.” 

When  a  track  is  constructed  so  that  the  ends  of  the  rails  cannot  yield  to  the  passing  load,  the  worst  of  all  track- 
destroying  causes  is  removed,  and  such  a  road  must  retain  its  smoothness  and  stability  until  the  rails  are  entirely  worn 
out  throughout  their  length. 

(3)  “Increased  vertical  and  lateral  strength  without  increase  of  metal.” 

(4)  “  Freedom  from  torsional  strain,  the  bearing  surfaces  being  directly  supported  by  the  vertical  webs.” 

(5)  “  Increased  wearing  capacity  of  head  rail.” 

On  tracks  constructed  so  that  wagons  cannot  travel  upon  them,  or  where  the  wagon  travel  is  much  lighter  than  the 
car  service,  the  head  of  the  rail  will  wear  out  most  rapidly  ;  when  this  occurs  upon  a  single  girder  rail  the  entire  rail 
must  be  discarded  as  scrap,  while  with  the  Duplex  system,  only  the  head  rail  need  be  renewed,  and  the  discarded  part  is 
but  half  the  weight  of  the  single  girder. 

(6)  “  In  renewal,  the  discarding  Of  the  worn  portion  only  is  necessary.” 

The  advantage  of  retaining  either  half  of  the  rail  in  service  until  it  is  worn  out,  adds  greatly  to  the  life  and  economy 
of  such  a  track. 

(7)  “Perfect  alignment  and  accurate  maintenance  of  gauge  with  requisite  freedom  for  expansion  and 
contraction.” 

The  union  of  the  rails  with  the  tie-bars  and  keys  at  the  chairs  is  such  that,  while  the  rails  are  firmly  seated  in  the 
chairs  and  securely  held  down  by  the  keys,  the  eyes  in  the  rail-webs  being  longer  than  the  width  of  the  keys,  ample  play 
for  expansion  is  provided. 

(8)  “  Simplicity  Of  construction  which  expedites  the  track  laying  and  reduces  the  disturbances  of  the  public  streets.” 

Every  piece  of  the  Duplex  track  is  of  the  simplest  form  and  inexpensive  to  make,  and  in  the  construction  of  a  mile 
of  track  but  7,850  pieces  are  required,  while  some  of  the  permanent  single  girder  tracks  are  made  up  of  over  26,000 
pieces,  and  the  common  tram  rail  uses  17,406  pieces  per  mile.  In  excavating  for  these  tracks  the  quantity  of  earth  to  be 
removed  bears  about  the  same  ratio,  viz.:  for  the  Duplex  track  300  cubic  yards,  and  for  the  others  1,064  cubic  yards  and 
932  cubic  yards,  respectively.  These  advantages  bring  the  cost  of  the  superior  all-metal  Duplex  track  within  the  cost  of 
the  ordinary  tram  track. 

(9)  “Maintenance  of  absolute  contact  Of  metal,  which  obviates  the  necessity  of  ‘bonding  joints’  for 
electrical  traction.” 

This  claim  is  doubtless  well  founded  ;  the  method  of  connecting  the  rails  at  their  ends  is  such  that  for  electrical 
service  the  track  is  found  to  be  practically  and  permanently  as  one  continuous  rail. 

(10)  “A  reasonable  first  cost,  and  great  saving  in  maintenance.” 

For  reasons  above  stated,  this  claim  must  be  conceded. 

From  a.  careful  examination  of  this  system  and  an  inspection  of  tracks  in  practical  use,  it  is  evident  that  much 
that  has  long  been  desired  in  the  direction  of  a  better  and  more  lasting  construction,  permanent  smoothness  and 
strength  equal  to  the  heavy  traffic  that  they  are  subject  to,  lias  been  carefully  and  ably  worked  out  upon  a  thor¬ 
oughly  practical  and  economical  line,  in  every  detail. 

The  special  requirements  of  electrical  traction  and  cable  service  appear  to  be  fully  met,  so  that  we  have  an 
excellent  substitute  for  every  objectionable  form  of  track  now  commonly  used. 

We  therefore  respectfully  recommend  the  grant  to  the  inventor  of  the  award  of  the  John  Scott  I.egncy  Pre¬ 
mium  and  Medal. 

H.  R.  Hf.yi.,  Chairman. 

Spencer  Fullerton,  J.  M.  Emanuel,  G.  Morgan  Eldridge, 

Arthur  Beardsley,  Chas.  E.  Ronaldson,  L.  L.  Cheney 

Adopted,  May  4,  1892. 

Arthur  Beardsley,  Chairman  of  the  Committee  on  Science  anti  the  Arts. 


45° 


ADVERTISEMENTS. 


THOMSON  - HQUSTO 

N  — - — 

- - - — 

ELECTRIC  COMPANY 

HAVING  EQUIPPED  WITH  ITS  SYSTEM  OF 


ELECTRICAL  -  ~ ^ — 

*  *  *  *  STREET  CAR  *  *  *  * 

>  — =  PROPULSION 

MORE  STREET  RAILWAYS  THAN  ANY  OTHER  COMPANY  IN  THE 
WORLD,  POINTS  TO  ITS  PAST  RECORD  AS  EVIDENCE 
OF  THE  SYSTEM’S  SUPERIORITY,  AND  TO  THE 
FACT  THAT  AMONG  THE  STREET 
RAILWAYS  USING  THE 

Thomson-Houston  System, 

ARE  THE  LARGEST  AND  MOST  IMPORTANT  RAILWAYS 

IN  THE  UNITED  STATES. 


SEND  FOR  RAILWAY  BULLETINS  OF  INFORMATION. 


Thomson-Houston  Electric  Co., 


620  Atlantic  Avenue,  Boston,  Mass. 

44  Broad  Street,  New  York,  N.  Y. 

173  and  175  Adams  Street,  Chicago,  111. 
401  to  407  Sibly  Street,  St.  Paul,  Minn. 

1  5  First  Street, 


264  West  Fourth  Street,  Cincinnati,  Ohio. 
509  Arch  Street,  Philadelphia,  Pa. 

Gould  Building,  Atlanta,  Ga. 

Masonic  Temple,  Denver,  Col. 

San  Francisco,  Cal. 


ADVERTISEMENTS. 


45' 


BABCOCK  *  WILCOX  BOILERS 

ARE  IN  USE  IN  THE  FOLLOWING  PLANTS  IN  THE  STREET  RAILWAY  FIELD. 


ELECTRIC  RAILWAYS. 

WEST  END  STREET  RAILWAY  CO.,  Boston,  Mass . 

THE  MERRIMAC  VALLEY  STREET  RAILWAY  CO.,  Lawrence,  Mass . 

THE  PORTLAND  STREET  RAILWAY  CO.,  Portland,  Me . 

GLOBE  STREET  RAILWAY  CO.,  Fall  River,  Mass . 

LYNN  &  BOSTON  RAILROAD,  Lynn,  Mass . 

**  14  4*  ChdscE,  IVlciss.  . . . 

HARLEM  BRIDGE,  MORRISANIA  &  FORDH AM  RAILROAD,  New  York  City. .  ! 

BROOKLYN  CITY  RAILROAD  CO.,  Brooklyn,  N.  Y . 

ATLANTIC  AVENUE  RAILROAD  CO.,  Brooklyn,  N.  Y . 

THE  ALBANY  RAILWAY,  Albany,  N.  Y . 

TROY  &  LANSINGBURG  RAILROAD  CO.,  Troy,  N.  Y . 

ROCHESTER  RAILWAY  CO.,  Rochester,  N.  Y . 

CROSSTOWN  STREET  RAILWAY  CO.,  Buffalo,  N.  Y . 

SEA  SHORE  ELECTRIC  RAILWAY  CO.,  Asbury  Park,  N.  J . 

PITTSBURGH  &  BIRMINGHAM  TRACTION  CO.,  Pittsburgh,  Pa . 

BRADDOCK  ELECTRIC  RAILWAY  CO.,  Braddock,  Pa . 

ECKINGTON  &  SOLDIERS’  HOME  RAILROAD  CO.,  Washington,  D.  C . 

GLEN  ECHO  RAILWAY  CO.,  Washington,  D.  C . 

ROCK  CREEK  RAILWAY  CO.,  Washington,  D.  C . 

THE  CINCINNATI  STREET  RAILWAY  CO.,  Cincinnati,  O . 

COLUMBUS  CONSOLIDATED  STREET  RAILROAD  CO.,  Columbus,  O . 

CITIZENS'  STREET  RAILWAY  CO.,  Indianapolis,  Ind . 

AURORA  STREET  RAILWAY  CO.,  Aurora,  Ill . 

STREATOR  RAILWAY  CO.,  Streator,  Ill . 

NEGAUNEE  &  ISHPEMING  STREET  RAILWAY  CO.,  Negaunee,  Mich . 

THE  DOUGLAS  COUNTY  STREET  RAILWAY  CO.,  Superior,  Wis . 

ST.  PAUL  CITY  RAILWAY,  St.  Paul,  Minn . '. . 

DULUTH  STREET  RAILWAY  CO.,  Duluth,  Minn . 

ST.  PAUL  &  WHITE  BEAR  RAILWAY,  North  St.  Paul,  Minn . 

PEOPLE'S  STREET  RAILWAY,  St.  Joseph,  Mo . 

THE  NORTHEAST  RAILWAY  CO.,  Kansas  City,  Mo . 

THE  AUGUSTA  RAILWAY  CO.,  Augusta,  Ga . 

THE  COAST  LINE  RAILWAY,  Savannah,  Ga . 

CITIZENS’  RAILWAY  CO.,  Waco,  Tex . 

TACOMA  RAILWAY  &  MOTOR  CO.,  Tacoma,  Wash . 

BILBAO  ELECTRIC  TRAMWAYS,  Bilbao,  Spain . 

EAGLEHAWK  ELECTRIC  TRAMWAY  CO.,  Sandhurst,  Victoria,  N.  S.  W . 

CABLE  AND  TRACTION  TRAMWAYS. 

NEW  YORK  &  BROOKLYN  BRIDGE,  Brooklyn,  N.  Y . 

WASHINGTON  &  GEORGETOWN  RAILROAD,  Washington,  D.  C . 

CLEVELAND  CITY  CABLE  RAILWAY  CO.,  Cleveland,  O . 

THE  VALLEY  CITY  STREET  &  CABLE  RAILWAY  CO.,  Grand  Rapids,  Mich . 

CHICAGO  CITY  RAILROAD,  Chicago,  Ill . 

ST.  PAUL  CITY  RAILWAY  CO.,  St.  Paul,  Minn . 

MINNEAPOLIS  STREET  RAILWAY  CO.,  Minneapolis,  Minn . 

GRAND  AVENUE  RAILWAY  CO.,  Kansas  City,  Mo . 

METROPOLITAN  STREET  RAILWAY  CO.,  Kansas  City,  Mo . 

INTERSTATE  CONSOLID’T’D  RAPID  TRANSIT  RAILWAY  CO.,  Kansas  City,  Mo. 

PEOPLE'S  CABLE  RAILWAY  CO..  Kansas  City,  Mo . 

HOLMES  STREET  RAILWAY  CO.,  Kansas  City,  Mo . 

DENVER  CITY  CABLE  RAILWAY  CO.,  Denver,  Col . 

HOUSTON  CITY  STREET  RAILWAY  CO.,  Houston,  Tex . 

MARKET  STREET  CABLE  RAILWAY,  San  Francisco,  Cal . 

PIEDMONT  CABLE  CO.,  San  Francisco,  Cal . 

CALIFORNIA  STREET  CABLE  CO.,  San  Francisco,  Cal . 

PATENT  CABLE  TRAMWAY  CORPORATION  Highgate,  London,  England . 

EDINBURGH  NORTHERN  CABLE  TRAMWAY,  Edinburgh,  Scotland . 

COMPAGNIE  DES  LOCOMOTIVES  SANS  FOYER,  Courbevoie,  France . 

“  “  “  Nord  de  la  Seine,  St.  Germain,  France. 

COMPAGNIE  DES  TRAMWAYS  DU  DEPARTEMENT  DU  NORD,  Roubaix,  France. 

COMPAGNIE  DES  OMNIBUS  ET  TRAMWAY,  Lyons,  France . 

THE  MELBOURNE  TRAMWAYS,  Richmond  Line,  Australia,  Melbourne . 

“  “  “  Fitzroy  Line,  “  “  . 


Boilers. 

h.  r. 

3 

orders,  1889-1890, 

26 

6,500 

2 

“  1891-1892, 

3 

480 

April,  1891, 

2 

250 

1892, 

3 

675 

Jan.,  1892, 

6 

1,500 

‘  * 

6 

1,500 

‘  ‘ 

4 

1,000 

2 

orders,’  1891-1892, 

16 

5,000 

April,  1892, 

6 

1,500 

2 

orders,  1889-1892, 

6 

750 

3 

“  1889-1891, 

5 

864 

2 

“  1891-1892, 

2 

■  808 

Aug.,  1890, 

4 

1 ,000 

March,  1892, 

2 

640 

July,  1890, 

4 

1,000 

July,  1891, 

1 

164 

Jan. ,  1889, 

1 

136 

2 

orders,  1890-1891, 

3 

312 

Sept.,  1890, 

3 

375 

2 

orders,  1890, 

5 

1,500 

2 

1890-1891, 

6 

1,076 

Aug.,  1891, 

2 

600 

2 

orders,  1890-1891, 

4 

832 

April,  1890, 

2 

208 

Sept.,  1891, 

2 

208 

June,  1891, 

3 

445 

April,  1890, 

8 

2,176 

3 

orders,  1890-1892, 

7 

1,072 

March,  1892, 

2 

184 

May,  1889, 

4 

832 

Sept.,  1889, 

2 

250 

March,  1890, 

1 

150 

March,  1892, 

2 

500 

Aug.,  1890, 

2 

240 

May,  1890, 

4 

656 

Feb.,  1889, 

0 

146 

April,  1889, 

3 

90 

Boilers. 

H.  P. 

3 

orders,  1S82-1S91, 

12 

1,248 

3 

“  1889-1891, 

13 

1,956 

March,  1890, 

3 

1,086 

April,  1891, 

4 

781 

April,  1881, 

4 

1,000 

2 

orders,  1888-1890, 

11 

2,800 

Sept.,  1889, 

5 

1,360 

2 

orders,  1886-1888, 

4 

800 

3 

1886-1888, 

9 

1 ,800 

Aug.,  1887, 

2 

400 

Aug.,  1887, 

3 

600 

Feb.,  1889, 

2 

350 

2  ' 

orders,  1889-1891, 

4 

1 ,600 

2 

1890-1892, 

3 

492 

2 

“  1882-1887, 

6 

1,500 

July,  1889, 

3 

438 

May,  1890, 

3 

360 

2 

orders,  1883-1884, 

3 

153 

2 

“  1886-1891, 

I 

400 

fan.,  1889, 

2 

156 

May,  1889, 

2 

171 

June,  1886, 

3 

135 

2 

orders,  1887-1888, 

3 

152 

Nov.,  1884,  f 
July,  1885,  \ 

6 

1,040 

THE  BKBCOGK 


CO 


•  9 


30  Oortlanclt  Street, 


N  ew  Y  or  It . 


Sd  WILCOX 


452 


ADVERTISEMENTS. 


Geo.  B.  Christie,  C.  E.  Jesse  Lowe,  C.  E. 

CHRISTIE  St  LOME, 

CABLE  ROAD  ENGINEERS  AND  CONTRACTORS, 

45  BROADWAY,  NEW  YORK, 


BUILT  .A.S 


Cleveland  City  Cable  Railway  Co.’s 


Denver  City  Cable  Railway  Co.’s . 

Brooklyn  Heights  Street  Railway  Co.’s 
Brightwood  Street  Railway  Co,’s . 


CONTEACTOnS  : 

(  Superior  Street  Line.- — Cable. 

. (  Payne  Avenue  Line. — Cable. 

f  Larimer  Street  Line. — Cable. 

. J.  Welton  Street  Line. 

(  Larimer  Street  Extension  Line. — Cable. 

. Montague  Street  Line. — Cable. 

....Washington,  D.  C.,  Seventh  St.  Pneumatic  Road, 


MAGNESIA  SECTIONAL  COVERINGS. 


The  Most  Economical  Steam  Pipe  and  Boiler 
Covering  used,  because  it  is  the  best  fire  proof  non¬ 
conductor  of  heat.  Correspondence  solicited. 


THE  APPROVED  COVERING 

FOR 

ELECTRIC  STATIONS, 


ROBERT  A.  KEASBEY, 

119  FRANKLIN  ST.,  BUFFALO,  N.  Y.  58  Warren  Street,  New  York. 


PROTECT  YOUR  MOTORS 

AGAINST  LIGHTNING. 


FULMEN  ARRESTERS 


C.  S.  YAN  NTTIS,  136  Liberty  Street,  New  York. 


S7VTITH  OF  NEW  YORK, 

MANUFACTURER  of 

RAILROAD  CENTRE  CAR  LAMPS 


AND  REFLECTORS. 


No.  30  is  our  latest  production  in  the  way  of  a  double 
Centre  Car  Lamp,  intended  to  meet  the  growing  demand  for 
something  handsome  and  artistic. 

For  beauty  of  design,  finish,  utility  and  price,  it  can  not 
be  surpassed. 

J.  D.  S7W1TH, 


NO.  .30. 


350  &  352  Pearl  St.,  IVEJW  YORK, 


[ADVERTISEMENTS. 


453 


v  DETROIT, 

ELECTRIC  RAILWAY  SYSTEM. 


SIMPLICITY,  STRENGTH  AND  ECONOMY 

WON’T  BURN  OXJT. 


MANUFACTURED  BY 

DETROIT  ELECTRICAL  WORKS, 

DETROIT,  MIOH. 

BRANCH  OFFICES  : 

CHICAGO,  NEW  YORK,  BOSTON,  CHATTANOOGA 

917-918  Monadnock  Bldg.  18  Cortlandt  Street.  89  State  Street.  F.  I.  Stone. 


GSN6RHTORS 

OF  ALL  SIZES. 

MOTOR  EQUIPMENTS 

TO  SUIT  ANY  WORK. 

LIN6  HPPLIKNC6S 

OF  EVERY  DESCRIPTION. 


STANDARD  EQUIPMENT. 

ONE  MOTOR  GEARED  TO  BOTH  AXLES. 


454 


'ADVERTISEMENTS. 


FIELD  ENGINEERING  COMPANY, 

CONSULTING  AND  CONTRACTING  ENGINEERS. 


COMPLETE  EQUIPMENT  OF  ELECTRIC  STREET  RAILWAYS. 

<v 

DESIGNING  AND  CONSTRUCTION  OF  STATIONS. 

- STEAM  AND  POWER  PLANTS. - 


Central  Building,  148  Liberty  St.,  ISTZETTT-  "STOKS:. 

Cambria  Steel  Rails, 

Tram,  Tee  and  other  Patterns— 13  to  85  lies,  per  yd. 

Add™*,  Chaabrjh  Iron  Co., 

SIS  S.  DHOTTIRTPT  ST.,  PHILADELPHIA 

WORKS  AT  JOHNSTOWN,  PA. 

Bickfords,  Francis  Belting  Co., 

53  and  55  Exchange  Street,  BUFFALO,  N.  Y. 

OIF1 

OAK  TANNED,  SHORT-LAP  LEATHER  BELTS. 

Dynamo  and  other  belting  for  Electrical  Machinery  made  a  specialty.  We  guarantee  a  perfect 
*  belt  adapted  to  the  purpose.  We  have  had  over  forty  years’  experience  in  Manufacturing  Leather 
Belts,  and  kept  abreast  of  the  times  in  all  matters  pertaining  to  it. 

For  ELECTRIC  CARS 

AND  ALL 

HIGH  SPEED  MACHINERY. 

Strictly  Noiseless  and  More  Durable  than  Steel. 

As  Steel  is  to  Iron,  so  is  our  Raw  Hide  to  all  other  Raw  Hide. 

The  New  Process  Rawhide  Co., 

PATENTEES  AND  SOLE  MANUFACTURERS, 

SYHACUSE,  1ST.  IT.,  IT.  S.  AA. 


ADVERTISEMENTS. 


455 


^1* 


•I’O* 


BUILDERS  OF 

AUTOMATIC  CUT-OFF  ENGINES, 

Simple,  Tandem,  Compound,  Cross  Compound  and  Triple  Expansion. 


UNEQUALLED  EOR  ELECTRIC  RAILWAYS 


New  York  Branch  Office,  18  Cortlandt  Street. 

Philadelphia  Branch  Office,  J,  W.  Parker  &  Co.,  38  S.  4th  St. 

Chicago  Branch  Office,  Room  506  Rookery  Building. 

Risdou  Iron  Works,  San  Francisco,  Cal. 


to  -C* 


456 


ADVERTISEMENTS. 


THE  EDHJARD  P.  ALLIS  COJIIPANY, 

MILWAUKEE,  WISCONSIN, 

Um<e  Furnished  REYNOLDS- CORLISS  ENGINES  asF°u°ws 

FOR  OPERATING 


Cable  and  Electric  Street  Railways: 


8  Triple  Exp.  Engines,  i  ,000 

1  '•  Engine,  500 

3  “  Engines,  1,000 

2  “  “  1,000 


550 

Engines .  650 

Engine .  450 

“  250 

“  450 

3  Engines .  250 

1  Engine .  400 

1  “  300 


1  300 

1  “  350 

1  "  250 

2  Compound  Engines.. .  300 

x  Engine .  250 


H.  P.  each..  .Boston,  Mass. 


‘  each.  ..St.  Paul,  Minn. 

‘  “  ..  .Minneapolis,  Minn. 

“  ,.  .St.  Paul,  Minn. 

11  “  Kansas  City,  Mo. 

"  . Omaha,  Neb. 


“  . Cleveland,  Ohio. 

“  each...  “ 

“  . Peoria,  Ill. 

•  «  <1 

“  . Topeka,  Kas. 

<1  <  ( 

“  . Sioux  City,  Iowa. 


"  each. .  .Washington,  D.  C. 
“  .......  Nashville,  Tenn. 


I  Compound  Engine,  300 
1  “  350 

1  “  250 

1  “  200 

2  Engines .  300 

1  Engine .  300 

2  Engines .  300 

2  “  250 

1  Engine .  250 

2  Engines .  250 

1  Engine .  150 

1  “  150 

1  Compound  Engine,  200 

2  Engines .  125 

2  “  100 

1  Engine .  100 

1  “  40 


H.  P . Duluth,  Minn. 

“  . Milwaukee,  Wis. 

I  (  II 

If  fi 


“  each. . . .  Pueblo,  Colo. 

“  . Seattle,  Wash. 

“  each.  ...Lancaster,  Pa. 

“  “  ...  .Youngstown,  O. 

“  . South  Bend,  Ind. 

“  each.  ..  .Seattle,  Wash. 

“  . Ottawa,  Ill. 

“  . West  Bay  City,  Mich. 

“  . Houston,  Texas. 

‘ 1  each. . .  .  Colorado  Springs,  Colo. 
“  “  ...  .Ottumwa,  Iowa. 

“  . Butte,  Mont. 

“  . Omaha,  Neb. 


CATALOGUES  FURNISHED  ON  APPLICATION. 


The  Buckeye  Automatic  Cut-Off  Engines. 


SLOW  SPEED,  MEDIUM  SPEED 

.  .  .  AND  .  .  . 

*  HIGH  SPEED  ENGINES.  * 


SIMPLE,  COMPOUND  AND  TRIPLE  EXPANSION  ENGINES. 

HIGH  PRESSURE  BOILERS. 

Complete  Steam  Power  Plants  of  Highest  Attainable  Efficiency. 

Address,  BUCKEYE  ENGINE  CO.,  Salem,  Ohio, 

Or,  SAI.ES  AGENTS! 

ROBIN  SO  N-CARY  CO.,  St.  Paul,  Minn. 

N.  W.  ROBINSON,  97  Washington  Street,  Chicago,  III. 

JAS.  CREIGHTON,  635  First  Street,  Louisville,  Ky. 

CHATTANOOGA  SAW  WORKS,  Chattanooga,  Tenn. 

BUCKEYE  ENGINE  CO.,  Sales  Agency,  No.  10  Telephone  Building,  New  York  City. 


C.  &  G.  COOPER  t  CO.'S  CROSS  COMPOUND  CONDENSING  CORLISS  ENGINES  FOR  ELECTRIC  STREET  RAILWAY  WORK. 


ADVERTISEMENTS 


45  7 


458 


ADVERTISEMENTS. 


MILLIKEN 


ESTABLISHED  1857. 


55  Liberty  St.,  New  York  City. 

59  Dearborn  Street, 

Chicago,  Ill. 


jr 

^  >  ALSO 

ALL  KINDS  OF 

^  POLES 

FOR 

Electric  Light,  Telephone 


and  Telegraph  Line  Work. 


These  poles  are  Standard  for  Electric  Street  Rail¬ 
way  work,  and  are  the  type  of  pole  adopted  exclusively 
in  the  City  of  Buffalo,  also  in  many  other  large  cities. 
DESIGNERS  AND  BUILDERS  OF 

IRON  &  STEEL  ROOFS  for  POWER  STATIONS. 

Estimates  and  Information  furnishdd  on  application.  Send  for  Catalogue. 


FULTON  FOUNDRY  CO.,  Cleveland,  0. 


Manufacturers  and  Dealers  in 
all  kinds  of 


—AND— 

STREET  RAILWAY 

SUPPLIES, 


INCLUDING 


STEEL  TIRED  WHEELS  for  Cable  or  Electric  Cars 


CAST  CHILLED  WHEELS  FOR  ALL  KINDS  -OF  SERVICE, 

{Any  Size  and  Weight  desired .) 

Railroad  Crossings,  Switches,  Turnouts,  Crossovers,  all  kinds  of  Castings  necessary  for  Track  Work, 
Haycox  Patent  Door  Fasteners,  Haycox  Patent  Brake  Shoe,  Gears  and  Pinions  of  all  kinds,  Electric 
Trucks,  Turn  Tables  and  Transfer  Tables,  Steel  Rails,  Spikes,  Splices  and  Track  Tools. 


ADVERTISEMENTS. 


459 


JOHNSON  COMPANY, 

Rolling  Mill,  Switch  Works  and  Steel  Foundry, 


New  York  Office: 

Mutual  Life  Blog..  New  York  City. 

Philadelphia  Office  ; 

Bullitt  Bldg.,  Philadelphia,  Pa. 

Central  Office  : 

Mitchell  Bldg.,  Cincinnati,  O. 


JOHNSTOWN,  PA. 

MANUFACTURERS  OF 


Western  Office  : 

Bank  of  Commerce  Bldg.,  St.  Louis,  Mo. 

Northwestern  Office: 

Ph<hnix  Bldg.,  138  Jackson  St.,  Chicago,  III. 

Pittsburgh  Office: 

Penn  Bldg.,  Pittsburgh,  Pa. 


Girder  Rails,  1= 

- :  I  Slot  Rails 


AND  ALL  METALLIC  MATERIAL  FOR  STREET  RAILWAYS. 


GIRDER  RAILS  ODR  SPECIALTY. 


TURN  TABLES. _ TRANSFER  TABLES. 

ROLLED  AN D  CAST  STEEL  SWITCH  PINS. 
CURVES  AND  CROSSINGS. 


STREET  RAILWAYS  BUILT  GOMFLETE  BY  CONTRACT. 


ROUTES  SURVEYED  AND  PLANS  AND  ESTIMATES  MADE 
FREE  OF  COST  TO  OUR  CUSTOMERS. 


460 


ADVERTISEMENTS. 


Soft  Bare  Copper  Wire. 

Insulated  Feeder  Wire. 


Heavy  Stranded  Feeder  Conductors. 
Lead  Covered  Underground  Cables. 
Rubber  Insulated  Wire. 


Span  Wire,  Bare  and  Insulated. 

Magnet  Wire  for  Armature 
Repairs. 

Iron  and  Steel  Telegraph  Wire. 

Hard  Drawn  Copper  Telephone 
Wire. 


Copper  Rods  for  Station  Work. 

ORDERS  PROMPTLY  EXECUTED. 


LARGE  STOCK  ON  HAND. 


HARD  COPPER 

AND 

Silicon  Bronze  Trolley  Wire, 

Correspondence  Solicited 
as  per  Address  in  Wire  Rope  Circle. 


GEORGE  CRADOCK  <6  CO., 

Wire  Rope  Works  and  Wire  Drawing  Mills, 

■W-A-KIEnELXD,  E2NTC^IL.^_3SrZD, 


MANUFACTURERS  OF  EVERY  DESCRIPTION  OF 


STEEL  AND  IRON  WIRE  ROPES 

For  Mines,  Collieries,  Transmission  of  Power,  Cranes,  Hoists, 

Agricultural  Purposes,  and 

CMBLE  XRMW  WM  VS, 

IN  WHICH  THEY  HAVE  HAD  SPECIALLY  GOOD  RESULTS. 


ORIGINAL  MANUFACTURERS  AND  INTRODUCERS  OF 

pateitt  ■wxke 


e1® 


JN 


ADVERTISEMENTS. 


461 


v _ ^ _ y 

RAILWAY  DYNAMO  BELT 

S'  w  N 

IS  STAMPED 


MHNUFHCTURED  BY 


b: 


HARTFORD,  CONN. 


462 


ADVERTISEMENTS. 


P.  P.  Little  Go., 

141  EAST  SENECA  STREET,  BUFFALO,  N.  Y. 

ELECTRICAL  RAILROAD  ENGINEERING 

- _A.  specialty. - 


CENTRAL  STATIONS  INSTALLED.  *  *  * 

*  *  *  *  TRANSMISSION  OF  POWER. 


-A.GKEiT'X’S  ZF’OIES, 

THE  ELECTRICAL  SUPPLY  COMPANY,  Ansonia,  Conn. 

CROCKER-WHEELER  ELECTRIC  COMPANY, 

THE  PERKINS  ELECTRIC  LAMP  COMPANY, 

And  THE  BRYANT  ELECTRIC  COMPANY. 


CABLE  RAILWAYS. 


WASHINGTON,  D.  C. 


CABLE  RAILWAYS  BUILT  BY  E.  SAXTON. 


Fifteenth  Street  Line... . 

Westport  Line . 

Holmes  Street  Line . 

“The  Loop  Line” . 

Seventh  Street  Line . 

Eleventh  &  Thirteenth  Streets  Line 

Navy  Yard  &  Georgetown  Line . 

Fourteenth  Street  Line . 


. for  Grand  Avenue  Railway  Co.,  Kansas  City,  Mo. 

II  11  <•  «  u  « 

. for  Holmes  Street  Railway  Co.,  Kansas  City,  Mo. 

. for  Metropolitan  Railway  Co..  Kansas  City,  Mo. 

.for  Washington  &  Georgetown  R.  R.  Co.,  Washington,  D.  C. 

. for  Tacoma  Railway  &  Motor  Co.,  Tacoma,  Wash. 

for  Washington  &  Georgetown  R.  R.  Co.,  Washington,  D.  C. 

II  II  IC  II  II  II  IC 


ADVERTISEMENTS. 


463 


Barbour,  Stockwell  &  Co., 

205  BROADWAY,  CAMBRIDGEPORT,  MASS. 

MANUFACTURERS  OF 

CONSTRUCTION  MATERIAL,  SUPPLIES  AND  APPLIANCES 

-+POB+- 

HORSE,  CABLE  AND  ELECTRIC  STREET  RAILWAYS. 

STeeL  rails 

TRAM,  TEE  OR  GIRDER,  CURVED  OR  STRAIGHT. 


Turnouts,  Switches,  Frogs,  and  special  layouts  of  any  size  or  shape, 
built  up  of  any  section  of  steel  rail,  or  cast  in  gun  metal. 


Our  Patented  Frog,  made  of  Steel  Rail  cast  into  a  bed  of  Gun  Metal, 
will  outlast  anything  in  the  market. 


STEAM  RAILROAD  CROSSINGS  TO  SUIT  ANY  SITUATION. 

TRANSFER  TABLES  WITH  ROLL  BEARINGS  FOR  HEAVY  CARS.-* 


Makers  and  sole  agents  for  the  Dowd  Gravity  Track  Cleaners,  a  device  for  thoroughly 
cleaning  sandy,  muddy  or  snowy  tracks ;  and  the  Wilkes  Sleet  Wheel,  a  trolley  wheel  that 
takes  off  all  the  sleet,  ice,  and  snow  from  overhead  wires. 


464 


ADVERTISEMENTS. 


THOS.  St  WM.  SMITH, 

% 

Wire  Rope  Manufacturers, 

NEWCASTLE  •  UPON  -  TYNE,  ENGLAND. 


Makers  of  all  kinds  of  Round  and  Flat  Steel  Wire  Ropes. 


'Albert  lhy”  ropes  for  cable  tramways. 

As  used  on  all  Cable  Tramways  in  Australia  and  New  Zealand. 


“SPECIKL  FLEXIBLE  ”  STEEL  WIRE  ROPES, 

As  supplied  to  Lords  of  the  Admiralty. 


THE  PIONEER  STREET  RAILWAY  PAPER  OF  THE  WORLD. 


HANDSOMELY  AND  PROFUSELY  ILLUSTRATED. 

ESTABLISHED,  1884.  INCORPORATED,  1891. 

PUBLISHED  MONTHLY. 

The  Street  Railway  Journal  is  eminently  a  practical  publication,  but  presents  sufficient  scientific  and  technical 
knowledge  relating  to  the  subject  to  make  it  a  favorite  with  engineers  as  well  as  with  street  railway  managers,  employes, 
promoters,  advertisers  and  all  interested  in  this  particular  industry. 

The  regular  issues  of  the  Street  Railway  Journal  contain  matters  that  make  it  (1)  a  manual  of  practice  both  for 
construction  and  operation  ;  (2)  an  embodiment  of  advanced  mechanical,  electrical  and  scientific  thought  ;  (3)  a  record  of 
the  latest  practical  inventions  and  appliances,  methods  and  statistics  that  relate  to  this  field  ;  (4)  a  directory  of  manufact¬ 
urers  and  dealers  in  street  railway  materials,  as  well  as  a  directory  of  all  roads  in  operation  in  the  United  States  and  Canada. 

Subscription,  four  dollars  per  year.  Foreign  countries,  six  dollars.  Postage  prepaid.  Addresses  changed  as  often 
as  desired.  Address 

STREET  RAILWAY  PUBLISHING  COMPANY. 

WORLD  BUILDING,  NEW  YORK.  (See  page  477  )  537  THE  ROOKERY,  CHICAGO,  ILL. 


ADVERTISEMENTS. 


465 


RAILWAY  REGISTER  MFG.  CO., 

PATENTEES  AND  SOLE  MANUFACTURERS  OF  THE 

ALARM  REGISTERING  PUNCH,  = - 

MODEL,  HORNUM,  POND,  CHESTERMAN  AND  LATEST  IMPROVED 

MONITOR  FARE  REGISTERS. 


The  Best  Made  and  Most  Perfect  Worhing 
Registers  Ever  Introduced. 


SPECIAL  ATTENTION  PAID  TO  EXPORT  ORDERS. 


SEND  FOR  OUR  ILLUSTRATED  CATALOGUE. 


For  Further  Particulars  Address  all  Communications  to 

Edward  BeRDLe,  mrnhger, 

1  193  Broadway,  New  York,  N  Y.,  U.  S.  A. 


466 


ADVERTISEMENTS. 


CHARLES  T.  CHAPIN, 
PRESIDENT  AND  TREASURER. 


CHARLES  W.  BARNUM, 

VICE-PRESIDENT. 


EDWARD  B.  BURGESS, 

SECRETARY. 


Rochester  Car  Wheel  Works 

MAKE 

STREET  CAR  WHEELS 

FROM 

SALISBURY  IRON 

IN 

BARR  CONTRACTING  CHILLS. 


THE  ONLY  METHOD 

Of  casting  chilled  iron  wheels  in  which  the  chill  is  under  the  moulder’s  control. 

This  improved  method  produces 


ROUND  WHEELS 


|  CAST  ROUND. 

1  NOT  GROUND  ROUND. 


AND 

UNIFORMITY  IN  DEPTH  OF  CHILL  ALL 
AROUND  THE  WHEEL : 

Two  points  of  vital  importance  when  roads  are  operated  with  power 

— either  electric  or  cable. 


- GROUND  TREADS. - 

Our  wheels  are  slightly  ground  on  the  tread  to  remove  the  burs  or  ridges  left  by 
the  contracting  chill,  but  no  appreciable  portion  of  the  chill  is  taken  off. 


STREET  CAR  WHEEL  DEPARTMENT. 

F.  D.  RUSSELL,  Ceneral  Manager. 

E.  PACKER,  Ceneral  Sales  Agent. 


Main  Office  and  Works,  East  Rochester,  N.  Y. 

New  York  Office  and  Wheel  Fitting  Shop,  222  East  28th  Street. 


RADIAL  GEARED”  CANTILEVER  TRUCK. 


ADVERTISEMENTS. 


467 


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468 


ADVERTISEMENTS. 


MACHINED”  STREET  CAR  WHEELS 

- FOR - 

HORSE,  CABLE  AND  ELECTRIC  STREET  RAILWAY  SERVICE. 


T^HESE  wheels,  as  indicate  by  the  name,  are  treated  mechanically  after  they  leave  the 
foundry.  They  are  first  accurately  bored,  then  placed  in  grinding  machinery  on  self¬ 
centering  mandrels,  and  turned  absolutely  true  and  round.  They  are  then  tested  for 
balance,  and  if  necessary,  are  made  perfect  in  that  respect. 

TX7HEELS  for  the  above  service  are  made  under  this  Company's  well  known  System  of 
"  '  Comparative  Tests,  which  insures  absolute  knowledge  as  to  character  of  each  individual 
wheel  before  shipment.  Users  can  thus  be  assured  that  they  will  receive  only  such 
wheels  as  are  known  to  be  fit  for  the  service  intended.  These  tests  cover  strength 
of  metal,  quality  and  depth  of  chill,  &c.,  &c.  • 


T)ROPER  results  in  any  service,  in  point  of  mileage  or  any  of  the  many  details  of  operation 
in  which  wheels  play  a  prominent  part,  can  only  be  obtained  through  the  medium  of  me¬ 
chanical  principles  governing  each  feature  of  the  whole,  and  the  more  important  any  one 
detail  of  construction,  in  a  like  proportion  is  it  important  to  have  the  same  mechanically 
perfect.  No  practical  street  railway  man  underestimates  the  opportunities  for  poor 
results  made  possible  by  the  use  of  inferior  wheels 

rT,HAT  these  wheels  are  appreciated,  and  that  street  railway  managers  recognize  the  results 
*•  obtained  from  their  use,  is  most  eloquently  vouched  for  by  orders  received  for  them. 
Upwards  of  200  of  the  leading  railways,  representing  every  kind  of  traction,  are  now 
using  them  regularly 


WHEELS  LOOSE  OR  FITTED  TO  AXLES  FOR  ANY  TRUCK  OR  MOTOR. 

OLD  AXLES  RE-FITTED  WITH  NEW  WHEELS  AT  REASONABLE  RATES. 

WHEELS  SLID  FLAT  RE-GROUND  AND  FITTED  FOR  FURTHER  SERVICE, 


OUR  FACILITIES  ARE  UNSURPASSED  AND  FULLY  ADEQUATE 

FOR  THE  PROMPT  FILLING  OF  ORDERS. 

New  York  Car  Wheel  Works,  buffalo,  n.  y. 

- AND-- . 

CORNER  BANK  AND  WEST  STREETS,  NEW  YORK  CITY. 


ADVERTISEMENTS. 


409 

THE  BEMIS  CAR  BOX  CO., 

MANUFACTURERS  OF  THE 


BEMIS  PATENT  TRUCKS, 

FOR 

CABLE  AND  ELECTRIC  CARS  OF  ALL  KINDS. 


Thoroughly  and  Substantially  Built. 


OUR  NEW  ELECTRIC  TRUCK  No.  27, 

FOR  USE  WITH  ONE  OR  TWO  MOTORS  FOR  EIGHT-WHEEL  CARS 


Special  attention  in  construction  is  paid  to  the  easy  removal  of  all  parts  subject 

to  wear,  and  which  require  replacing. 


SPRINGFIELD,  MASS 


470 


ADVERTISEMENTS. 


ST.  LOUIS  CAR  COMPANY, 

MANUFACTURERS  OF  ALL  KINDS  OF 

MOTOR  CARS. 

ELECTRIC  CARS, 

AND  TRUCKS 

Ff  SPECIALTY. 


Office  :  3023  N.  Broadway,  St.  Louis. 

STEAM  GAUGE  AND  LANTERN  CO., 

SYRACUSE,  N.  Y. 


MANUFACTURERS  ELECTRIC  CAR  ANU  CABLE  CAR  HEAD  LIGHTS,  TUBULAR  LAMPS 


ADVERTISEMENTS. 


47 1 


DORNER  3t  DUTTON. 

%. 

MANUFACTURERS  OF 


STReeT  OMR  WH66LS, 

FORGED  AND  ROLLED  AXLES,  ROLLER  AND  BRASS 
BEARING  JOURNAL  BOXES, 


DU  PONT  PATENT  MOTOR  TRUCK, 
MANUFACTURED  BY  DORNER  &  DUTTON,  CLEVELAND,  O. 


Electric  Motor  Trucks,  Gears  and  Pinions, 

TRACK  CLEANERS,  TURN  TABLES,  TRANSFER  TABLES  AND 
STREET  RAILWAY  CASTINGS. 


FRONT  VIEW. 


Our  New  Dust  Tight  Self-Oiling  Journal  Box, 

PARTICULARLY  ADAPTED  TO  CABLE  AND  ELECTRIC  CARS. 


CLEVELHND,  OHIO 


472 


ADVERTISEMENTS. 


ESTABLISHED  1859. 


BRIGGS  CARRIAGE  COMPANY, 


BUILDERS  OF  ALL  KINDS  OF 


Street  Railway  Cars, 


FINISHED  CARS  IN  STOCK.  ORDERS  FILLED  PROMPTLY. 

HAAeSBVRY.  MHSS. 

CORRESPONDENCE  SOLICITED. 


B.  K.  BRIGGS,  Manager. 


ADVERTISEMENTS. 


473 


THE  ACCELERATOR 

(F.  B.  BKOWNEI.L,  PATENT  NOV.  3,  1891.) 


IS  THE  MOST  IMPORTANT  IMPROVEMENT 
IN  STREET  CARS  UP  TO  DATE. 


QUICK  ACCESS  AND  EGRESS  RESULTS  IN  RAPID  TRANSIT. 


Time  saved  from  stops  is  as  valuable  as  that  gained  by  faster  running,  and 
costs  nothing. 

Notice  how  little  space  of  platform  is  used  when  passing  from  inside  of  car 
to  step  and  how  quickly  it  can  be  done. 

Crowded  platforms  no  longer  a  nuisance  to  ladies,  or  annoyance  to  other 
passengers  on  platforms. 

BROWNELL  CAR  COMPANY, 

S’T.  LOUIS,  7VYO. 


stee: gt  cla.ks- 


AJL.31.  STYLES. 


474 


ADVERTISEMENTS. 


THE  SESSIONS  OAR 

- FOR - 

STREET  RAILWAY  SERVICE. 


CARRYING  CAPACITY  DOUBLED. 

Thus  dispensing  with  excessive  equipment  on  crowded  lines.  Entire  space  utilized  at 
a  decrease  in  height  and  weight  of  cars.  Cost  but  little  more  than  the  ordi¬ 
nary  car  of  one-half  capacity.  Attractive  in  appearance  ;  there¬ 
fore  invites  patronage.  Offers  to  the  passenger  all  the 
combined  comforts  of  modern  invention. 


14  FT.  SESSIONS  CAR  SEATS  44  PASSENGERS. 


16 

24 


it 


if 

ft 


it 

if 


etc., 


48 

76 


f  i 

ii 


etc. 


SESSIONS  PASSENGER  CAR  CO., 

45  Lake  Side  Building,  Corner  Clark  and  Adams  Sts. 

CH1CHGO,  ILL. 


DETAILED  INFORMATION  ON  APPLICATION, 
CORRESPONDENCE  SOLICITED. 


ADVERTISEMENTS. 


475 


THE  ELLIS  CAR  COMPANY, 

AMESBURY,  MA.SS. 


BEST  CAR  IN  THE  WORLD  FOR  THE  MONEY. 


YOU  WILL  SAVE  MONEY  BY  GETTING  OUR 
PRICES  BEFORE  YOU  BUY. 


CURS  OF  ALL  KINDS  FOR  ELECTRIC  OR  HORSE  POWER. 


SEND  AND  GET  OUR  PRICES  AND  PHOTOS. 

CALL  ON  US  OR  WRITE  AND  WE  WILL  SEND  A 
REPRESENTATIVE  TO  TALK  WITH  YOU. 


DON’T  FORGET  THE  PLACE,  AMESBURY,  MASS 


476 


ADVERTISEMENTS 


BUILDERS  OR 

STREET  RAILWAY  CARS 

OF  EVERY  DESCRIPTION. 


ELECTRIC  CARS,  MOTOR  CARS,  HORSE  CARS 

AND  SPECIAL  TRUCKS. 


Orders  Quickly  and  Carefully  Filled 


Correspondence  Solicited 


■9 


ADVERTISEMENTS. 


477 


THE  STREET  RAILWAY  JOURNAL. 

PUBLICATION  OFFICES,  WORLD  BUILDING,  NEW  YORK. 

WESTERN  OFFICE,  535  THE  ROOKERY,  CHICAGO,  ILL. 


AN  ILLUSTRATED  MONTHLY, 

Deyoted  Exclusively  to  the  Interests  of  Street  Railways  of  all  Classes. 

PRACTICAL,  SCIENTIFIC  AND  TECHNICAL. 


The  Street  Railway  Journal  is  the  Oldest,  Largest  and  Leading  Publication  in  the  world 
Devoted  to  the  Street  Railway  Industry  and  kindred  interests.  It  is  HAND¬ 
SOMELY  AND  PROFUSELY  ILLUSTRATED,  and  is  acknowledged 
as  an  authority  upon  all  matters  pertaining  to 
Street  Railways  of  all  kinds. 


The  Street  Railway  Journal  has  made  a  most  remarkable  record  in  trade  journalism.  It  is  an  essential  factor  in 
the  building  and  economic  operation  of  street  railways.  It  treats  of  the  road  bed  and  line  construction,  and  the  daily 
operating  routine  of  the  business.  It  investigates  all  the  economic  problems  that  are  apt  to  puzzle  the  management.  It 
illustrates  everything  that  is  new  and  of  value  to  the  business.  It  inquires  into  all  the  different  methods  of  mechanical 
traction  and  publishes  actual  results. 

IT  SHOULD  BE  READ  BY  EVERY  ONE  INTERESTED  IN  THE  SUBJECT. 


WHAT  IS  SAID  OF  IT  BY  SUBSCRIBERS  AND  ADVERTISERS. 


“  You  don’t  know  how  much  I  appreciate  your  Journal." 

Chas.  H.  Avery,  Sec’y  and  Supt. 

Brush  Electric  &  Power  Co.,  Geneva,  N.  Y. 
*  *  * 

"We  have  to  congratulate  you  on  the  steady  improvement 
made  in  the  Journal  from  the  first  number.” 

H.  Hurt,  President. 

Washington  &  Georgetown  Railroad  Co., 

Washington,  D.  C. 

*  *  * 

"Accept  my  congratulations  on  the  fine  appearance  and  the 

substantial  and  valuable  matter  contained  in  your  recent  is 
sues.”  J.  C.  Shaffer,  President. 

Richmond  City  Electric  Street  Railway, 

Richmond,  Ind, 

*  *  * 

"  I  have  given  particular  attention  to  your  paper  during  ihe 

past  few  months  and  desire  to  congratulate  you  on  the  marked 
improvement  of  the  character  of  the  articles  and  the  practical 
information  contained  therein.  I  think  the  periodical  is  be¬ 
coming  to  be  a  very  valuable  technical  journal.” 

J.  H.  Vail,  Assistant  Engineer-in-Chief, 
Engineering  Department,  Edison  General  Electric  Co., 


"  Referring  to  our  advertisement  in  the  Journal,  we  notice 
that  the  original  contract  has  expired,  and  we  wish  to  say  in 
this  connection  that  we  would  like  to  have  you  extend  our  old 
contract  indejinitely.  We  have  had  too  good  results  from  our 
advertisement  in  your  paper  to  think  of  making  any  change 
just  now."  Charles  E.  Newton,  Sec., 

Jewell  Belting  Co.,  Hartford,  Conn. 


“  This  paper  is  practically  indispensable ,  as  we  use  it  for  ref¬ 
erence  of  all  kinds.  We  also  find  it  extremely  instructive  in 
its  reading  matter,  much  more  so  than  the  general  run  of  pa¬ 
pers  of  this  class. 

“As  an  advertising  medium,  we  assure  you  that  it  has  been 
very  remunerative  to  ourselves,  as  we  have  received  many  orders 
through  its  medium.  We  wish  you  all  the  success  you  can 
possibly  obtain.”  R.  D.  Nutt  all  Co., 

Allegheny,  Pa. 

*  *  * 

"  The  Journal  commends  itself  to  every  one  interested  in  the 
important  question  of  street  railways,  and  we  wish  you  every 
success  in  your  management.” 

Frank  G.  Washburn,  Contracting  Engineer. 

Third  Avenue  Cable  Construction,  New  York. 
*  *  * 

"We  have  always  found  your  publication  to  be  one  of  con¬ 
siderable  value  to  us  in  our  work.” 

Gaynor  Electric  Co., 

Louisville,  Ky. 

*  *  * 

"  The  fact  that  we  have  advertised  with  you  from  the  start¬ 
ing  of  our  business,  and  that  we  continue  to  give  you  such  ad¬ 
vertising,  proves  that  we  believe  your  columns  to  be  a  valuable 
means  of  reaching  the  buying  public.  We  are  constantly  in  re¬ 
ceipt  of  orders  from  parties  who  refer  to  our  advertisement  in 
your  paper  in  sending  such  orders. 

"Assuring  you  of  our  appreciation  of  many  tavors.  and  wish¬ 
ing  you  continued  success,  we  are, 

Sincerely  yours.” 

W.  R.  Mason,  Gen.  Man. 

Railway  Equipment  Co.,  Chicago,  Ill. 


SUBSCRIPTION,  $4.00  PER  YEAR.  FOREIGN  COUNTRIES,  $6.00.  POSTAGE  PREPAID. 

We  shall  be  pleased  to  forward  specimen  copies  and  quote  rates  for  advertising 
space  upon  application  Address  all  communications 

STREET  RAILWAY  PUBLISHING  CO.,  World  Building,  New  York. 

535  THE  ROOKERY.  CHICAGO,  ILL. 


178 


ADVERTISEMENTS. 


WESTIN  GHOUSE 

STREET  RAILWAY  GENERATORS  AND  MOTORS. 


FHE  MOST  IMPROVED  STATION  APPLIANCES  FOR 

STREET  RAILWAY  WORK. 


IN  ECONOMY  OF  OPERATION,  OUR 


SINGLE  REDUCTION  MOTORS 

Have  no  rivals  in  their  class,  combining  the  feature  of  Complete 
Protection  of  the  Armature  with  a  design 
securing  easy  accessibility. 


WRITE  US  AND  SEND  FOR  LATEST  CATALOGUE. 


RAILWAY  DEPARTMENT. 

Westinghouse  Electric  &  fdanafacturing  Go., 

PITTSBURGH,  PH. 


ADVERTISEMENTS. 


479 


AFTER  the  most  thorough  investigation  ever  made  into  the  subject  of 
block  signals  THE  ILLINOIS  CENTRAL  RAILROAD  COMPANY 
HAS  ADOPTED  THE  HALL  SYSTEM  OF  AUTOMATIC  ELECTRIC 
SIGNALS  for  the  protection  of  their  entire  WORLD’S  FAIR  TRAFFIC 
on  their  eight  tracks  from  CHICAGO  to  GRAND  CROSSING  and  four 
tracks  from  GRAND  CROSSING  to  KENSINGTON. 

THE  CHICAGO  AND  NORTHWESTERN  RAILWAY  COMPANY  HAS 
ADOPTED  THE  HALL  SYSTEM  for  the  block  signaling  of  their  Galena, 
Milwaukee  and  Wisconsin  divisions,  87  miles  of  double  track,  201  block 
signals,  and  also  providing  protection  for  188  switches. 


THE  HALL  SIGNAL  COMPANY, 

WILLIAM  P.  HALL,  President.  W.  S.  GILMORE,  Treasurer.  MELVILLE  P.  HALL,  Secretary, 

S.  MARSH  YOUNG,  General  Agent.  C.  W.  BREWSTER,  Sales  Agent. 

HENRY  BEZER,  Mechanical  Signal  Engineer.  A.  J.  WILSON,  Sup’t  Electrical  Construction. 

W.  W.  SALMON,  Signal  Engineer. 

GENERAL  OFFICES,  5o  BROADWAY,  NEW  YORK. 
WESTERN  OFFICE,  34o  THE  ROOKERY,  CHICAGO,  ILL. 


480 


ADVERTISEMENTS, 


ELECTRIC  SNOW  SWEEPER, 

MANUFACTURED  BY 

The  Lewis  &  Fowler  Mfg.  Co., 


BROOKLYN,  N.  Y. 


SIMPLE  IN  CONSTRUCTION.  ALL  PARTS  EASILY  REACHED  AND  ADJUSTED. 


The  only  Snow  Sweeper  that  is  acknowledged  to  be  a  thorough  success.  They  are  now  used  by  nearly  all  of  the  Electric 
Railways  and  give  complete  satisfaction.  One  of  the  great  advantages  of  this  sweeper,  driven  as  it  is  by 
separate  motors,  is  that  the  sweeper  can  be  run  through  snow  banks  very  slowly,  while 
the  brooms  can  be  revolved  at  their  greatest  speed.  This 
advantage  will  be  readily  appreciated. 

FURTHER  INFORMATION  FURNISED  UPON  APPLICATION. 

THE  LEWIS  &  FOWLER  MANUFACTURING  CO., 

BROOKLYN,  IV.  Y. 


ADVERTISEMENTS 


481 


J.G.  BRILL  COMPHNY, 

PHILADELPHIA, 


BUILDERS  OF  RAILWAY  AND  TRAMWAY  CARS. 


STANDARD  CLOSED  ELECTRIC  MOTOR  CAR  ON  BRILL’S  NO.  13  PATENTED 
INDEPENDENT  RIGID  MOTOR  TRUCK. 


EIGHT  SEAT  OPEN  ELECTRIC  MOTOR  CAR  ON  BRILL’S  NO.  13  PATENTED 

INDEPENDENT  RIGID  MOTOR  TRUCK. 


SPECIFICATIONS  AND  PRICES  FURNISHED  ON  APPLICATION 


482 


ADVERTISEMENTS 


J.G.  BRILL  COMPHNY, 

PHILADELPHIA, 

BUILDERS  OF  RAILWAY  AND  TRAMWAY  CARS. 


‘TT  1  > 


COMBINATION  OPEN  AND  CLOSED  ELECTRIC  CAR  ON  EUREKA 
MAXIMUM-TRACTION  PIVOTAL  TRUCKS. 


TOP  SEAT  CAR  ON  BRILL’S  EQUALIZING  TRAIL  CAR  GEAR. 


TRAIL  CAR  RUNNING  GEAR  AND  ALL  STREET  CAR  SUPPLIES  A  SPECIALTY. 


ADVERTISEMENTS 


483 


J.  G.  BRI L_L_  COMPANY, 

PBIILADE  LPHIA, 

BUILDERS  OF  RAILWAY  AND  TRAMWAY  CARS. 


STANDARD  25  FT.  CLOSED  ELECTRIC  MOTOR  CAR  ON  EUREKA 
MAXIMUM-TRACTION  PIVOTAL  TRUCKS. 


TWELVE  SEAT  OPEN  ELECTRIC  MOTOR  CAR  ON  EUREKA 
MAXIMUM-TRACTION  PIVOTAL  TRUCKS. 


WESTERN  OFFICE  : 


i 


criiL,3Di2src^,  cmc^ao 


484 


ADVERTISEMENTS. 


J.  G.  BRILL  COM  PH  NY, 

PHILADELPHIA, 


BUILDERS  OF  RAILWAY  AND  TRAMWAY  CARS. 


BRILL’S  NO  13  PATENTED  INDEPENDENT  RIGID  MOTOR  TRUCK. 


ADOPTED  AS  STANDARD  BY-  THE  LEADING  ELECTRIC 

RAILWAYS  IN  AMERICA. 


EUREKA  MAXIMUM-TRACTION  PIVOTAL  TRUCK. 


Increased  Traction.  Easy  Running.  Low  Car  Body. 


SPECIALLY  CONSTRUCTED  FOR  ACCESSIBILITY  OF  MOTORS. 


ADVERTISEMENTS. 


485 


•aw* 


STREET  CARS. 


JOHN  STEPHENSON  COMPANY, 


LIMITED, 


nsTETxr  toek. 


4S6 


ADVERTISEMENTS. 


Flexible  Suspension  Around 
Car  Axles. 


Three  (3)  Wearing  Parts. 


Very  High  Efficiency. 


Expense  of  Repairs  Nominal, 


SINGLE  REDUCTION  MOTORS. 


V  ^4 

By  Actual  Test  in  Daily  Ser¬ 
vice  Show  a  Higher  Effi¬ 
ciency  THAN  ANY  OTHER 
Geared  Motors  Man¬ 
ufactured  to-day. 


EASILY  INSPECTED. 

EASILY  REPAIRED. 

~7  - 


- SEND  FOR  CATALOGUES. - 

THE  SHORT  ELECTRIC  RAILWAY  CO. 

CLEVELAND,  OHIO. 


Short  Electric  Railway  Co. 

SHORT  GEARLESS  MOTORS. 


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